Split serial-parallel hybrid dual-power drive system

ABSTRACT

A split serial-parallel hybrid dual-power drive system, comprised of two or more than two separation drive systems allowing independent operation to respectively drive the load, or all loads driven individually are incorporated in a common frame to drive land, surface, underwater transportation means or aircraft, industrial machines and equipment or any other load drive by rotational kinetic energy.

CROSS-REFERENCE TO RELATED APPLICATION

This is a division of U.S. application Ser. No. 10/975,525, filed Oct.29, 2004, now U.S. Pat. No. 7,377,876 the entire disclosure of which isincorporated herein by reference.

BACKGROUND OF THE INVENTION

(a) Field of the Invention

The present invention is related to a split serial-parallel hybriddual-power drive system, and more particularly to one used to driveland, maritime, underwater or aerospace transportation means, orindustrial machines and equipment or any other load driven by rotationalkinetic energy.

The split serial-parallel hybrid dual-power drive system is comprised oftwo or more than two separation drive systems allowing independentoperation to respectively drive the load, or all loads drivenindividually are incorporated in a common frame.

In the separation drive system of the dual-power drive system, the firstdrive system and a second drive system are provided. The first drivesystem is equipped with an active power source, a first electrical unitessentially functioning as a generator, and an optional secondelectrical unit essentially functioning as a motor, and a clutch set tocontrol the transmission status of the rotational kinetic energy; andthe second drive system is adapted with another second dynamo-electricunit essentially functioning as a motor to serve as the rotational powersource for the second drive system.

An optional clutch set is provided to control the transmission orcut-off of the rotational kinetic energy between two independent drivesystems.

By means of the regulation of a control system or by manual operation,the status of transmission between the active rotational power sourceand the first dynamo-electric unit of the separation serial-parallelhybrid drive system indicates a coupled status; and the activerotational kinetic energy source drives the first dynamo-electric unitto output electric power to further drive the second dynamo-electricunit to operate as a motor to provide functions related to a serieshybrid power train; or alternatively, through the control and operationof the clutch, the rotational kinetic energy from the active rotationalpower source outputs rotational kinetic energy to drive either or bothof the loads of the first drive system and the second drive system; orthe active rotational power source is incorporated to both of the firstand the second dynamo-electric units, and an optional rechargeabledevice to provide functions related to a parallel hybrid power train.Accordingly, the present invention relates to an innovative dual-powerdrive system by providing more operation functions.

(b) Description of the Prior Art

Traditional transportation means on land, maritime or airborne isusually related to a single acting power train. To meet energy savingand pollution control criteria significant efforts have been devoted tothe development of dual-power drive system in recent years. Among theseefforts, the development of a power train combining the rotationalkinetic energy outputted from engine and that from electricity drivenmotor has made quite an impressive progress. The hybrid dual-powersystem of the prior art includes:

-   1. Serial hybrid power drive system: a generator is driven by an    engine to further drive a motor to produce rotational kinetic energy    to drive a load, this system has reported flaws of wild variation in    system efficiency under various loading condition; greater demand on    electrical power capacity, requiring larger installation space,    heavier and higher cost due to that both of the motor and the    generator have to carry all the power consumption.-   2. Rechargeable serial drive system: Under normal loading, an engine    drives a generator to further drive a motor to output rotational    kinetic energy for driving a load. Under light loading condition,    electric energy from the generator is partially flow into a    rechargeable energy storage device for storage. While the engine    stops running, the electrical energy inside storage device will    output to the motor for producing the rotational kinetic energy to    drive the load, this approach brings higher energy efficiency and    less pollution; and under heavy loading, electrical energy from the    engine-driven-generator and from the rechargeable energy storage    device are transferred to the motor which output rotational kinetic    energy for driving the load.-   3. Parallel hybrid power train: Under normal loading, rotational    kinetic energy outputted from an engine directly drive the load;    Under light loading, the motor driven by the engine is switched into    the generator mode for charging the rechargeable device or supply    power to other load, or if the engine stops running, the    rechargeable device drives the motor to output rotational kinetic    energy to drive the load for higher energy efficiency and less    pollution. Under heavy loading, the rotational kinetic energy    outputted from the engine and that from the motor driven by the    rechargeable device jointly drive the load. However, the flaw of the    system is that it requires the installation of a rechargeable device    with sufficient electrical capacity.

SUMMARY OF THE INVENTION

The primary purpose of the present invention is to provide to splitserial-parallel hybrid dual-power drive system comprised of two or morethan two separation drive units to drive their respective loads, or allloads are incorporated into a common frame. An optional clutch isadapted to control transmission or cut-off of the rotational kineticenergy between independent drive units. The system of the presentinvention executes specific serial hybrid power train or parallel hybridpower train functions by manual control or by a control system.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a system block diagram of the present invention.

FIG. 2 is a block diagram of the first preferred embodiment of a splitserial-parallel hybrid dual-power drive system.

FIG. 3 is a block diagram of the second preferred embodiment of a splitserial-parallel hybrid dual-power drive system.

FIG. 4 is a block diagram of the third preferred embodiment of a splitserial-parallel hybrid dual-power drive system.

FIG. 5 is a block diagram of the fourth preferred embodiment of a splitserial-parallel hybrid dual-power drive system.

FIG. 6 is a block diagram of the fifth preferred embodiment of a splitserial-parallel hybrid dual-power drive system.

FIG. 7 is a block diagram of the sixth preferred embodiment of a splitserial-parallel hybrid dual-power drive system.

FIG. 8 is a block diagram of the seventh preferred embodiment of a splitserial-parallel hybrid dual-power drive system.

FIG. 9 is a block diagram of the eighth preferred embodiment of a splitserial-parallel hybrid dual-power drive system.

FIG. 10 is a block diagram of the ninth preferred embodiment of a splitserial-parallel hybrid dual-power drive system.

FIG. 11 is a block diagram of the tenth preferred embodiment of a splitserial-parallel hybrid dual-power drive system.

FIG. 12 is a block diagram of the eleventh preferred embodiment of asplit serial-parallel hybrid dual-power drive system.

FIG. 13 is a block diagram of the twelfth preferred embodiment of asplit serial-parallel hybrid dual-power drive system.

FIG. 14 is a block diagram of the thirteenth preferred embodiment of asplit serial-parallel hybrid dual-power drive system.

FIG. 15 is a block diagram of the fourteenth preferred embodiment of asplit serial-parallel hybrid dual-power drive system.

FIG. 16 is a block diagram of the fifteenth preferred embodiment of asplit serial-parallel hybrid dual-power drive system.

FIG. 17 is a block diagram of the sixteenth preferred embodiment of asplit serial-parallel hybrid dual-power drive system.

FIG. 18 is a block diagram of the seventeenth preferred embodiment of asplit serial-parallel hybrid dual-power drive system.

FIG. 19 is a block diagram of the eighteenth preferred embodiment of asplit serial-parallel hybrid dual-power drive system.

FIG. 20 is a block diagram of the nineteenth preferred embodiment of asplit serial-parallel hybrid dual-power drive system.

FIG. 21 is a block diagram of the twentieth preferred embodiment of asplit serial-parallel hybrid dual-power drive system.

FIG. 22 is a block diagram of the twenty-first preferred embodiment of asplit serial-parallel hybrid dual-power drive system with a planet gearset illustrated in FIG. 16 replaced by a differential gear set.

FIG. 23 is a block diagram of the twenty-second preferred embodiment ofa split serial-parallel hybrid dual-power drive system with a planetgear set illustrated in FIG. 17 replaced by a differential gear set.

FIG. 24 is a block diagram of the twenty-third preferred embodiment of asplit serial-parallel hybrid dual-power drive system with a planet gearset illustrated in FIG. 18 replaced by a differential gear set.

FIG. 25 is a block diagram of the twenty-fourth preferred embodiment ofa split serial-parallel hybrid dual-power drive system with a planetgear set illustrated in FIG. 19 replaced by a differential gear set.

FIG. 26 is a block diagram of the twenty-fifth preferred embodiment of asplit serial-parallel hybrid dual-power drive system with a planet gearset illustrated in FIG. 20 replaced by a differential gear set.

FIG. 27 is a block diagram of the twenty-sixth preferred embodiment of asplit serial-parallel hybrid dual-power drive system with a planet gearset illustrated in FIG. 21 replaced by a differential gear set.

FIG. 28 is a block diagram of the twenty-seventh preferred embodiment ofa split serial-parallel hybrid dual-power drive system with a planetgear set illustrated in FIG. 16 replaced by a dual-power motor.

FIG. 29 is a block diagram of the twenty-eighth preferred embodiment ofa split serial-parallel hybrid dual-power drive system with a planetgear set illustrated in FIG. 17 replaced by a dual-power motor.

FIG. 30 is a block diagram of the twenty-ninth preferred embodiment of asplit serial-parallel hybrid dual-power drive system with a planet gearset illustrated in FIG. 18 replaced by a dual-power motor.

FIG. 31 is a block diagram of the thirtieth preferred embodiment of asplit serial-parallel hybrid dual-power drive system with a planet gearset illustrated in FIG. 19 replaced by a dual-power motor.

FIG. 32 is a block diagram of the thirty-first preferred embodiment of asplit serial-parallel hybrid dual-power drive system with a planet gearset illustrated in FIG. 20 replaced by a dual-power motor.

FIG. 33 is a block diagram of the thirty-second preferred embodiment ofa split serial-parallel hybrid dual-power drive system with a planetgear set illustrated in FIG. 21 replaced by a dual-power motor.

FIG. 34 is the first block diagram showing that a pilot drive unit isprovided to the output terminal of the active rotational power source ofthe present invention.

FIG. 35 is the second block diagram showing that a pilot drive unit isprovided to the output terminal of the active rotational power source ofthe present invention.

FIG. 36 is the third block diagram showing that a pilot drive unit isprovided to the output terminal of the active rotational power source ofthe present invention.

FIG. 37 is the fourth block diagram showing that a pilot drive unit isprovided to the output terminal of the active rotational power source ofthe present invention.

FIG. 38 is the fifth block diagram showing that a pilot drive unit isprovided to the output terminal of the active rotational power source ofthe present invention.

FIG. 39 is the sixth block diagram showing that a pilot drive unit isprovided to the output terminal of the active rotational power source ofthe present invention.

FIG. 40 is the seventh block diagram showing that a pilot drive unit isprovided to the output terminal of the active rotational power source ofthe present invention.

FIG. 41 is the eighty block diagram showing that a pilot drive unit isprovided to the output terminal of the active rotational power source ofthe present invention.

FIG. 42 is the ninth block diagram showing that a pilot drive unit isprovided to the output terminal of the active rotational power source ofthe present invention.

FIG. 43 is the tenth block diagram showing that a pilot drive unit isprovided to the output terminal of the active rotational power source ofthe present invention.

FIG. 44 is the eleventh block diagram showing that a pilot drive unit isprovided to the output terminal of the active rotational power source ofthe present invention.

FIG. 45 is the twelfth block diagram showing that a pilot drive unit isprovided to the output terminal of the active rotational power source ofthe present invention.

FIG. 46 is the thirteenth block diagram showing that a pilot drive unitis provided to the output terminal of the active rotational power sourceof the present invention.

FIG. 47 is the fourteenth block diagram showing that a pilot drive unitis provided to the output terminal of the active rotational power sourceof the present invention.

FIG. 48 is the fifteenth block diagram showing that a pilot drive unitis provided to the output terminal of the active rotational power sourceof the present invention.

FIG. 49 is the sixteenth block diagram showing that a pilot drive unitis provided to the output terminal of the active rotational power sourceof the present invention.

FIG. 50 is the seventeenth block diagram showing that a pilot drive unitis provided to the output terminal of the active rotational power sourceof the present invention.

FIG. 51 is the eighteenth block diagram showing that a pilot drive unitis provided to the output terminal of the active rotational power sourceof the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

The present invention related to a split serial-parallel hybriddual-power drive system for the operation of a separation serial hybridpower train or a parallel hybrid power train includes an activerotational power source which frequently implemented by an internalcombustion engine; a first drive system comprised of a firstdynamo-electric unit essentially functioning as a generator, an optionalsecond dynamo-electric unit, and a clutch; a second drive systemcomprised of a second dynamo-electric unit essentially functioning as amotor; and a clutch to control the transmission status of the rotationalkinetic energy between the first and the second drive systems. When thesystem is controlled to operate in the mode of a serial hybrid powertrain, the rotational kinetic energy from the engine drives the firstdynamo-electric unit in the first drive system to operate as a generatorand the clutch between the first and the second dynamo-electric units isdisengaged. The power output from the first dynamo-electric unit drivesthe second dynamo-electric units of the first or the second drive systemto operate as a motor for providing rotational kinetic energy to drivethe load.

Under normal loading, the rotational kinetic energy output from theengine drives only the first drive system through the transmission, ordrives only the second drive system through the control by the clutch,or drives the loads of the first and the second drive systems at thesame time through the control by the clutch.

Depending on the operation requirement, an optional rechargeable energystorage device may be or may not be installed as part of the splitserial-parallel hybrid dual-power drive system. If the rechargeabledevice is provided, the primary operation functions of the systemincludes that the power from the rechargeable device drives the firstdynamo-electric unit in the first drive system to operate as a motor, ordrives the second dynamo-electric unit in the second drive system tooperate as a motor for providing the rotational kinetic energy to drivethe load.

Under light loading, the rotational kinetic energy from the enginedirectly drive the load, the first dynamo-electric unit in the firstdrive system with any or all of the second dynamo-electric unit of thefirst or the second drive system commonly operates as a generator tooutput power to recharge the rechargeable device or to the other loadthat consumes electrical power.

Under normal loading, the rotational kinetic energy from the enginedrives only the load of first drive system, or drives only the load ofsecond drive system or drives the loads of the first and the seconddrive systems at the same time.

Under heavy loading, the power from the rechargeable device drives thefirst dynamo-electric unit in the first drive system with any or all ofthe second dynamo-electric unit of the first or the second drive systemoperates as a motor to jointly drive the load with the power from theengine to provide the operation of the parallel hybrid power train.

The basic system of the present invention includes the active rotationalpower source, frequently implemented by an internal combustion engineused to produce rotational kinetic energy to directly drive the load or,via the optional controllable clutch, or a transmission unit ofmulti-speed or continuously variable transmission function, or inverseshift function, or idling function or torque conversion function; whilethe rotational kinetic energy from the active rotational power sourcedrives the first dynamo-electric unit to operate as a generator tocomplete the configuration of the first drive system.

Power generated by the first dynamo-electric unit drives the seconddynamo-electric unit adapted to the first or the second drive system tooperate as a motor for driving the load or providing power to other loadthat consumes electrical power.

The second dynamo-electric unit of the first drive system is anoptionally adapted item which assisting drive the load of first drivesystem, the necessity of second dynamo-electrical unit installationdepends on system requirement.

The second drive system is comprised by second dynamo-electric unit asthe power source to drive the load directly or through an optionaltransmission unit. An optional transmission or a clutch may be installedbetween the second drive system and the active rotational power sourceto control the transmit or disengagement of rotational kinetic betweenthe second drive system and the active rotational power sources. Anoptional transmission unit or clutch may be installed at between arotational part of the second dynamo-electric unit of the second drivesystem or a rotational mechanism driven by the second drive system, anda rotational part of the first or the second dynamo-electric unit in thefirst drive system or the rotational mechanism driven by the first drivesystem to control whether operation of coupled transmission of therotational kinetic energy or separation operation without coupledtransmission between the first and the second drive systems is required.

Under light loading, the operation of the split serial-parallel hybriddual-power drive system could be controlled to perform serial orparallel hybrid power transmission. In the parallel transmission mode,the power from the active rotational power source may transmit to theload of first drive system for driving, or disengage from the load offirst drive system.

Under the operation of serial hybrid power transmission, the activerotational power source may be regulated to coupled transmission ordisengaged from the load driven by the first drive system by demand. Inthe status of disengaged from coupled transmission, the clutch disposedbetween the first and the second drive systems is disengaged while theengine as the active rotational power source provides the function ofoutputting the rotational kinetic energy subject to the control bymanual or through a control system to drive the first dynamo-electricunit to operate as a generator, thus to further drive the seconddynamo-electric unit in the first or the second drive system to operateas a motor to drive the load.

Under normal or a heavy loading, the system could be configured toparallel hybrid power transmission mode, the rotational kinetic energyfrom the engine to drive either or both loads of the first and thesecond drive systems. If an optional rechargeable device is installed,it could be incorporated to provide electrical energy to the firstdynamo-electrical unit of the first drive system or to the seconddynamo-electric unit in the first or the second drive system functioningas a motor with the power of engine to jointly drive the load duringstart-up or acceleration or other heavy loading situation; or directlydrive the load under light loading or urban driving mode.

If an engine is implemented as the active rotational power source, thesplit serial-parallel hybrid dual-power drive system of the presentinvention essentially provides the following functions:

The rotational kinetic energy from the engine transmit through thetransmission unit to drive the load of the first drive system, or todrive the load of second drive system, or the loads of both systems; and

When the system operates under serial hybrid power transmission mode,the rotational kinetic energy from the engine drives the load of thefirst drive system comprised of the transmission unit, the optionalclutch, and the transmission unit with functions of multi-speed orcontinuously variable transmission, inverse, or idling shift, or torqueconversion. With the rotational kinetic energy from the engine, thefirst dynamo-electric unit in the first drive system operates as agenerator to drive the second dynamo-electric unit in the first or thesecond drive system to operate as a motor to drive the loads of first orsecond drive system or other loads demanding electrical power.

Under light loading, the split serial-parallel hybrid dual-power drivesystem could be manipulated to provide serial or parallel hybrid powertransmission. Under parallel hybrid power transmission mode, the activerotational power source and the load of the first drive system maycoupled in transmission state for load driving, or disengaged from theload of first drive system, splitting from the driving power of engine.

When the system operating in serial transmission mode, the clutchbetween the first and the second drive systems is disengaged, and theactive rotational power source may coupled with or disengaged from theload of the first drive system. Meanwhile, the engine serving as theactive rotational power source subject to the control by manual or by acontrol system drives the first dynamo-electric unit to operate as agenerator drive the second dynamo-electric unit in the first or thesecond drive system to operate as a motor for driving the load.

When the system operating in the parallel power transmission mode,rotational kinetic energy from the engine drive the load directly orsimultaneously drive the first dynamo-electric unit in the first drivesystem which operate as a generator to drive the second dynamo-electricunits of the first or the second drive system to function as a motor forrespectively load driving, or the power generated from the firstdynamo-electric unit to drive any other electrical powered load.

If an optional rechargeable device is adapted with the system, theoperating functions of the parallel hybrid power transmission include:

Power supplied from the rechargeable device drives the firstdynamo-electric unit in the first drive system and any or all the seconddynamo-electric unit in the first or the second drive system; or drivesany dynamo-electric unit to operate as a motor for driving the load; orthe first or the second dynamo-electric unit operates as a motor tooutput the rotational power jointly drive the load with power from theengine; or

Power supplied form the rechargeable device drives the firstdynamo-electric unit in the first drive system and any or all of thesecond dynamo-electric unit in the first or the second drive system tooperate as the motor for driving the load;

Kinetics from the engine drive the first dynamo-electric unit in thefirst drive system and any or all of the second dynamo-electric unit inthe first or the second drive system to operate as a generator torecharge the rechargeable device or supply power to other electricalloading;

The load inversely drives the dynamo-electric unit in the first drivesystem and any or all the second dynamo-electric unit in the first orthe second drive system to operate as a generator of power regenerationto recharge the rechargeable device or supply power to other electricalloading;

The mechanical damp of the engine functions as a brake drives, ortogether with the rechargeable device when provided, the dynamo-electricunit in the first drive system and any or all the second dynamo-electricunit in the first or the second drive system to operate as a generatorof power regeneration to recharge the rechargeable device or supplypower to other load that consumes power; and

The rechargeable device drives the dynamo-electric unit in the firstdrive system and any or all of the second dynamo-electric unit in thefirst or the second drive system to operate as an engine starting motoror to drive other mechanical loading.

Pressurized mixture of air and the fuel, or natural gas or other gaseswhether in the form of liquid fuel such as gasoline, diesel oil or otherfuels including hydrogen currently in development fed to the internalcombustion engine is given a brake specific fuel consumption dependingon the load torque and rpm. For higher operating efficiency, whether theseparation serial-parallel dual-power system operating in the serial orparallel hybrid power transmission mode, fuel saving and pollutionreduction could be accomplished by setting the engine operation inoptimal rpm range and operating conditions of higher energy efficiency.Both of the rpm range and optimal operation conditions to be set for theengine are maintained by the system operating under serial or parallelhybrid power transmission mode, the engine drives the firstdynamo-electric unit to operate as a generator, and drives the seconddynamo-electric unit to operate as a motor so to control the enginerunning within an rpm range of lower fuel consumption with a higherpower output to operating inside the optimal brake specific fuelconsumption region. When the optional rechargeable device is adapted tothe system, the engine drives the first dynamo-electric unit in thefirst drive system to operate as a generator to recharge therechargeable device, or the power from the rechargeable device and thatfrom the first dynamo-electric unit in the first drive system jointlydrive the second dynamo-electric unit in the first or the second drivesystem to operate as a motor to drive the load. The engine is controlledto run within specific range of rpm and operating conditions with higherenergy efficiency. That is, when the system operates as a serial orparallel hybrid power transmission modes under light loading, therotational kinetic energy from the engine drive the firstdynamo-electric unit in the first drive system and any or all of thesecond dynamo-electric unit in the first or the second drive system tooperate as a generator for charging the rechargeable device or supplypower to other electrical loading.

By providing all or any part of those functions described above, thepresent invention refined the drawback of lower efficiency and higherpollution of the engine running at lower power output and lower rpm.

FIG. 1 shows a system block diagram of the present invention in asystematic configuration of the active rotational power source, thefirst and the second dynamo-electric units, an operational clutch and anoptional transmission unit.

The split serial-parallel hybrid dual-power drive system illustrated inFIG. 1 is essentially comprised of sub units or device such as activerotational power source, dynamo-electrical units, transmission unit,transmission speed regulating unit, clutch, drive control unit, centralcontrol unit, rechargeable device, or auxiliary rechargeable device, orpower driven load, each element of present system described above withits specific function as follows:

-   -   The active rotational power source 100: comprised of one or        multiple internal combustion engine, external combustion engine,        turbine engine, or any other physical effect generating        rotational kinetic energy power source. The rotary part of the        active rotational source may be directly coupled to the first        dynamo-electric unit 101, or coupled to the rotary part of the        first dynamo-electric unit 101 through an optional transmission        unit 109 109a, a transmission unit 129, or a clutch 102.    -   The first dynamo-electric unit 101: comprised of one or multiple        rotary electrical machine providing functions as a generator, or        one or multiple AC, brushless, brush, synchronous, or        asynchronous rotary electrical machine that can be switched        between the operation as a generator or a motor. When the second        dynamo-electric unit 103 is adapted to the first drive system        1001, the rotary part of the first dynamo-electric unit 101 is        coupled to the second dynamo-electric unit 103 through the        clutch 112 or a differential gear set or a planetary gear set;        or through the clutch 112 and an optional transmission unit 109        109b.    -   The second dynamo-electric unit 103: comprised of one or        multiple rotational motor providing functions of a rotary        electrical machine, or one or multiple AC, brushless, brush,        synchronous, or asynchronous rotary electrical machine that can        switched between the operation as a generator or a motor for        providing power source to the second drive system 1002; the        output terminal of the rotation part of the second        dynamo-electric unit 103 directly output the rotational kinetic        energy to drive the load or through the clutch 122 or the        optional transmission unit 109 109f; if an optional clutch 132        is adapted to the system, the input end of the second        dynamo-electric unit 103 is either directly or through the        transmission unit, or the differential transmission unit 109        109f coupled to the clutch 132.    -   The clutch 102: relates to a transmission unit operating by        manual, mechanical force, eccentric force, pneumatic, or        hydraulic force, or electromagnetic controlled clutch, or single        way clutch, or torque adjustable coupler, or any other        transmission device that engage or disengage the mechanical        rotational kinetic energy. The clutch 102 is directly coupled or        through the transmission unit 129 to coupled between the rotary        part of the active rotational power source 100 and the first        dynamo-electrical unit 101. Depending on requirement, one or        multiple or none clutch 102 may be provided.    -   The clutch 112: an optional item relates to a transmission        operating by manual, mechanical force, eccentric force,        pneumatic, or hydraulic flow force, or electromagnetic        controlled clutch, or single way clutch, or torque adjustable        coupler, or any other transmission device that engage or        disengage the mechanical rotational kinetic energy. The clutch        112 is coupled between the rotary part of the second        dynamo-electric unit 103 and the output terminal of the active        rotational power source 100, or between the second        dynamo-electric unit 103 and the first dynamo-electric unit 101.    -   The clutch 122: an optional item relates to a transmission        operating by manual, mechanical force, eccentric force,        pneumatic, or hydraulic flow force, or electromagnetic        controlled clutch, or single way clutch, or torque adjustable        coupler, or any other transmission device that engage or        disengage the mechanical rotational kinetic energy. The clutch        122 is coupled to where between the input end of the load 120        120b and the rotary part of the second dynamo-electric unit 103.        One or multiple clutch 122 may be provided by demand. The        function of the clutch 122 may be replaced with the idling        function of the transmission device 109 109e or a torque        adjustable coupler connected to the input end of the load 120        120b.    -   The Clutch 132: an optional item relates to a transmission        operating by manual, mechanical force, eccentric force,        pneumatic, or hydraulic flow force, or electromagnetic        controlled clutch, or single way clutch, or torque adjustable        coupler, or any other transmission device that engage or        disengage the mechanical rotational kinetic energy. The clutch        132 is coupled to where between the transmission unit 129 which        connected to the rotary part of the active rotational power        source 100 and the rotary part of the second dynamo-electrical        unit 103 of the second drive system 1002; or alternatively        coupled between the rotary mechanism of a power train that        produces or transmits the active rotational kinetic energy in        the first drive system 1001 and the rotary mechanism that        produces or transmits the active rotational function in the        second drive system 1002 to control the transmission of        rotational kinetic energy between the first and the second drive        systems 1001, 1002 to be transmitted or disengaged; while        multiple second drive systems 1002 are adapted to the system,        the clutch 132 is set for regulating the transmission or        disconnect the rotational kinetic energy among the multiple        second drive systems 1002. One or multiple or no clutch 132 may        be provided by demand.    -   The transmission unit 129: comprise of an automatic,        semi-automatic or manual multiple-speed or continuously variable        transmission device or one at a fixed speed ratio, or a        differential gear set, or a rotational gear set, a fluid torque        coupler, or a belt continuously variable transmission (CVT) or        any other transmission of the prior art that is provided with        idling and reverse gear functions to be optionally coupled to        the rotation part of the active rotational power source 100;        with the output terminal of the transmission unit 120 120a to be        either directly or through the transmission unit 109 109c or the        clutch 102 drive the first dynamo-electrical unit 101, or the        load 120 120a of the first drive system 1001; or is coupled to        the input end of the clutch 132. The transmission unit 129 may        or may not be provided by requirement, and may be replaced with        a planet gear set 801, or a rotational gear set 1030, or a dual        acting dynamo-electric unit 1040.    -   The transmission unit 109 109a: an optional item comprised of an        automatic, semi-automatic or manual multiple-speed or        continuously variable transmission device or one at a fixed        speed ratio, or a differential gear set, or a rotational gear        set, a fluid torque coupler, or a belt continuously variable        transmission (CVT) or any other transmission of the prior art        that as required is coupled to where between the rotary part of        the active rotational power source 100 and the clutch 102, or at        where between the clutch 102 and the rotary part of the first        dynamo-electric unit 101, or at where between the rotary parts        respectively between the first dynamo-electrical unit 101, and        the clutch 112, or at where between the rotary parts        respectively of the clutch 112 and the second dynamo-electrical        unit 103, or at where between the rotary parts respectively        between the second dynamo-electrical unit 103 and the clutch        122, or at where between the rotary parts respectively of the        clutch 122 and the load 120 120b. The transmission unit 109 109f        may or may not be installed depending on requirement.    -   The drive control unit 104: an optional device comprised of an        electro-mechanical or solid-state circuit provided for        controlling the system operation under serial hybrid power        transmission mode. While the first dynamo-electric unit 101 in        the first drive system 1001 operating as a generator, the drive        control unit 104 controls the power output to drive the second        dynamo-electric unit 103 of the first or the second drive system        1001, 1002, and/or recharge the rechargeable device 106; or        controls the power from the rechargeable device 106 to drive the        first and the second dynamo-electric units 101, 103 each        operating as a motor, or any of those dynamo-electrical units        referred above for its operation variables such as driving        voltage, amperage, polarity (in case of DC), frequency and phase        (in case of AC) thus its rotating direction, rpm, torque and        malfunction prevention. Alternatively, when the first        dynamo-electric unit 101 in the first drive system 1001 and the        second dynamo-electric unit 103 in the first or the second drive        system 1001 or 1002, or any part of those dynamo-electric units        therein is inversely driven to operate as a generator, the drive        control unit 104 is applied to regulate the recharging power        transferred to the rechargeable device 106 or power supplied to        other electrical loading for the dynamo-electric unit to operate        for breaking function by regenerated power.    -   The central control unit 105: an optional item comprised of        solid-status or electro-mechanical device, or chip and related        working software; processing the commanding signal from control        interface 107 to control the split serial-parallel hybrid        dual-power transmission system to operating in optimal fuel        consumption and pollutant control, i.e. to regulating the system        to operating in optimal brake specific fuel consumption region        under either serial or parallel hybrid power transmission mode        by having the engine to operate in a specific range of rpm which        consumes less fuel yet yields higher power efficiency. The        central control unit 105 sending command signals to the drive        control unit 104 to control the operation of relative functions        among the first dynamo-electric unit 101 in the first drive        system 1001, the second dynamo-electric unit 103 in the first or        the second drive system 1001 or 1002, and the rechargeable        device 106, and controls the feedback monitoring and interaction        among various units in the system.    -   The rechargeable device 106: an optional item implemented by        various types of rechargeable batteries, super capacitors, or        any other rechargeable device.    -   The control interface 107: an optional item comprised of        solid-state, or electro-mechanical device, or chip, and related        working software to receive inputs by manual or by control        signals to control the operation of the split serial-parallel        dual-power system.    -   The auxiliary rechargeable device 110: comprised of various        types of rechargeable batteries, super capacitors, or flywheel        storage, or any other rechargeable device with its power        controlled by a startup switch 111 to drive a startup motor 121        adapted to the engine serving as the active rotational power        source 100 thus to directly or through the transmission device        119, or to supply power to its peripheral equipment or any other        electrical power driven load 130. The auxiliary rechargeable        device 110, the startup switch 111 and the startup motor 121 are        all optional items.    -   The power driven load 130: an optional item provided as a        peripheral load driven by the first dynamo-electric unit 101 or        the second dynamo-electric unit 103 operating as a generator, or        by the rechargeable device 106, or the auxiliary rechargeable        device 110 to output the rotational kinetic energy to drive land        or surface transportation means or aircraft, and industrial        equipment that requires to receive the input of rotational        mechanical kinetics.

Given with an engine as the active rotational power source, the splitserial-parallel hybrid dual-power drive system provides partial or allof the following functions:

-   -   The rotational kinetic energy from the engine power drives all        or partial of the load 120 120a adapted to the first drive        system 1001 and/or the load 120 120b adapted to the second drive        system 1002.    -   When the system is operating in serial hybrid power transmission        mode, the engine is regulated to run from lower rpm up to higher        rpm, or at a desired rpm to drive the first dynamo-electric unit        101 in the first drive system 1001 to function as a generator.        If the system is not equipped with the rechargeable device 106,        the power generated from the first dynamo-electric unit 101        drives the second dynamo-electric unit 103 in the first drive        system 1001 or the second drive system 1002 to operate as a        motor for generating the rotational kinetic energy to drive the        load 120 120b. If the rechargeable device 106 is provided and        under light loading, the power generated by the first        dynamo-electric unit 101 in the first drive system 1001 drives        the second dynamo-electric unit 103 in the first drive system        1001 or the second drive system 1002 and recharging the        rechargeable device 106 simultaneously; under heavy loading, the        power generated by the first dynamo-electric unit 101 in the        first drive system 1001 and power from the rechargeable device        106 jointly drive the second dynamo-electric unit 103 adapted to        the first drive system 1001 or to the second drive system 1002        for generating the rotational kinetic energy to drive the load        120 120b and simultaneously governing the engine to run at        desired rpm which yields higher energy efficiency for fuel        consumption and pollution reduction. The definition of desired        rpm mentioned above generally refers to the rpm range to achieve        the optimal brake specific fuel consumption wherein the engine        runs with lower fuel consumption but higher output power no        matter the system is operating in a serial or parallel hybrid        power transmission mode. When the rechargeable device 106 is        provided, the power generated by the first dynamo-electric unit        101 driven by the engine recharges the rechargeable device 106;        or the power from the rechargeable device 106 and that from the        first dynamo-electric unit 101 jointly drive the second        dynamo-electric unit 103 to operate as a motor to drive the load        120 120b for maintaining the engine to run at a desired rpm        which yields higher energy efficiency. The definition of the        desired rpm generally refers to the rpm range to achieve the        optimal brake specific fuel consumption region wherein the        engine runs at lower fuel consumption with relatively higher        output power whether the system is operating in a serial or        parallel hybrid power transmission mode.    -   When the optional rechargeable device 106 is provided and the        system operating under parallel hybrid power transmission mode,        the power from the rechargeable device 106 drives the first        dynamo-electric unit 101 in the first drive system 1001 and/or        the second dynamo-electric unit 103 in the first drive system        1001 or in the second drive system 1002 to operate as a motor to        jointly drive the load 120 120b with the engine. Under light        loading condition, besides driving the load 120 120b, the        rotational kinetic energy from the engine simultaneously drive        the first dynamo-electric unit 101, and the second        dynamo-electrical unit 103 in the first drive system 1001 or in        the second drive system 1002 or any part of the second        dynamo-electrical unit 103 therein to recharge the rechargeable        device 106 or supply power to other electrical power driven        load 130. Under heavy loading, the power from the rechargeable        device 106 drives the first dynamo-electric unit 101 in the        first drive system 1001 and the second dynamo-electric unit 103        in the first drive system 1001 or in the second drive system        1002 or any part of the second dynamo-electric unit 103 therein        for jointly driving the load with those rotational kinetic        energy output from the engine.    -   The power form the rechargeable device 106 drives the first        dynamo-electric unit 101 in the first drive system 1001, and the        second dynamo-electric unit 103 in the first drive system 1001        or in the second drive system 1002 or any part of the second        dynamo-electric unit 103 therein to operate as a generator for        driving the load 120 120b.    -   The first dynamo-electric unit 101 in the first drive system        1001, and the second dynamo-electric unit 103 in the first drive        system 1001 or in the second drive system 1002 or any or part of        the second dynamo-electric unit 103 therein is driven by the        engine to operate as a generator for power regeneration to        recharge the rechargeable device 106 or supply power to any        other electrical loading 130.    -   The first dynamo-electric unit 101 in the first drive system        1001, and the second dynamo-electric unit 103 in the first drive        system 1001 or in the second drive system 1002 or any part of        the second dynamo-electric unit 103 therein is reversely driven        by the load 120 120b to operate as a generator for power        regeneration to recharge the rechargeable device 106 or supply        power to any other electrical load 130.    -   When the rechargeable device 106 is provided, the mechanical        damping of the engine provides braking function, and the first        dynamo-electric unit 101 in the first drive system 1001, and the        second dynamo-electric unit 103 in the first drive system 1001        or in the second drive system 1002 or any part of the second        dynamo-electric unit 103 therein operates as a generator to        recharge the rechargeable device 106 or supply power to any        other electrical-driven load 130.    -   The rechargeable device 106 drives the first dynamo-electric        unit 101 in the first drive system 1001, and the second        dynamo-electric unit 103 in the first drive system 1001 or in        the second drive system 1002 or any part of the second        dynamo-electric unit 103 therein to operate as a motor for        engine starting up.    -   The clutch 132 is controlled to engage for transmitting the        rotational kinetic energy between the transmission unit 129 and        the second drive system 1002 coupled to the active rotational        power source 100, or transmitting the rotational kinetic energy        between the first drive system 1001 and the second drive system        1002, or transmitting the rotational kinetic energy between or        among multiple second drive systems; and to cut off the        transmission of rotational kinetic energy when disengaged.

FIGS. 2 through 39 are preferred embodiments of the present inventionbased on those sub systems and functions, and those preferred embodimentdo not limit any other applications on the same principles. To simplifythe description, the continuously variable transmission unit 109 109a,the auxiliary rechargeable device 110, the startup switch 111, thestartup motor 121, the central control unit 105, and the controlinterface 107 as illustrated in FIG. 1 are omitted while the enginefunctions as the active rotational power source 100 with the firstdynamo-electric unit 101, the second dynamo-electric unit 103, clutches102, 112, 122, and 132, the drive control unit 104 and the optionalrechargeable device 106, the power drive load 130 are retained in thosepreferred embodiments illustrated in FIGS. 2 through 39 to drive theload 120 120b.

FIGS. 2 through 51 are preferred embodiment of various drive systemsbased on the system as illustrated in FIG. 1 with each individualpreferred embodiment provides all or partial of the following operatingfunctions:

-   -   System Function 1: the optional rechargeable device 106 is not        provided in the system and the system operates in serial hybrid        power transmission mode. Whether the rotational kinetic energy        from the active rotational drives the load 120 120a through the        first drive system 1001 or not, the system could be regulated by        manual control, or by the control system comprised of the        central control unit 105 and the drive control unit 104 to        control the rotational kinetic energy from the active rotational        power source 100 to drive the first dynamo-electric unit 101 to        operate as a generator which further drives the second        dynamo-electric unit 103 in the first drive system 1001 to        operate as a motor for driving the load 120 120a.    -   System Function 2: the optional rechargeable device 106 is not        provided in the system and the system operates in serial hybrid        power transmission mode. Whether the rotational kinetic energy        from the active rotational drives the load 120 120a through the        first drive system 1001 or not, the system could be regulated by        manual control, or by the control system comprised of the        central control unit 105 and the drive control unit 104 to        control the rotational kinetic energy from the active rotational        power source 100 to drive the first dynamo-electric unit 101 to        operate as a generator which further drives the second        dynamo-electric unit 103 in the second drive system 1002 to        operate as a motor for driving the load 120 120b.    -   System Function 3: the optional rechargeable device 106 is not        provided in the system and the system operates in serial hybrid        power transmission mode. Whether the rotational kinetic energy        from the active rotational drives the load 120 120a through the        first drive system 1001 or not, the system could be regulated by        manual control, or by the control system comprised of the        central control unit 105 and the drive control unit 104 to        control the rotational kinetic energy from the active rotational        power source 100 to drive the first dynamo-electric unit 101 to        operate as a generator which further drives the second        dynamo-electric unit 103 each provided in the first drive system        1001 and in the second drive system 1002 at the same time to        operate as a motor for driving the load 120 120b.    -   System Function 4: the optional rechargeable device 106 is        provided in the system and the system operates in serial hybrid        power transmission mode. Whether the rotational kinetic energy        form the active rotational drives the load 120 120a through the        first drive system 1001 or not, the system could be regulated by        manual control, or by the control system comprised of the        central control unit 105 and the drive control unit 104 to        control the rotational kinetic energy from the active rotational        power source 100 which further recharge the rechargeable device        106 or supply power to any other electrical power driven load        130 (including any externally connected unspecified load) and to        drive the second dynamo-electric unit 103 in the first drive        system 1001 (including any subunit such as the pilot drive        unit 1000) to operate as a motor for driving the load 120 120a.    -   System Function 5: the optional rechargeable device 106 is        provided in the system and the system operates in serial hybrid        power transmission mode. Whether the rotational kinetic energy        from the active rotational drives the load 120 120a through the        first drive system 1001 or not, the system could be regulated by        manual control, or by the control system comprised of the        central control unit 105 and the drive control unit 104 to        control the rotational kinetic energy from the active rotational        power source 100 to drive the first dynamo-electric unit 101 to        operate as a generator which further recharge the rechargeable        device 106 or supply power to any other electrical power driven        load 130 (including any externally connected unspecified load)        and to drive the second dynamo-electric unit 103 in the second        drive system 1002 to operate as a motor for driving the load 120        120b.    -   System Function 6: the optional rechargeable device 106 is        provided in the system and the system operates in serial hybrid        power transmission mode. Whether the rotational kinetic energy        from the active rotational drives the load 120 120a through the        first drive system 1001 or not, the system could be regulated by        manual control, or by the control system comprised of the        central control unit 105 and the drive control unit 104 to        control the rotational kinetic energy from the active rotational        power source 100 to drive the first dynamo-electric unit 101 to        operate as a generator to further recharge the rechargeable        device 106 or supply power to any other electrical power driven        load 130 (including any externally connected unspecified load)        and to drive the second dynamo-electric unit 103 each in the        first drive system 1001, and in the second drive system 1002 to        operate as a motor for driving the load 120 120b.    -   System Function 7: the optional rechargeable device 106 is        provided in the system and the system operates in serial hybrid        power transmission mode. Whether the rotational kinetic energy        from the active rotational drives the load 120 120a through the        first drive system 1001 or not, the system could be regulated by        manual control, or by the control system comprised of the        central control unit 105 and the drive control unit 104 to        control the rotational kinetic energy from the active rotational        power source 100 to drive the first dynamo-electric unit 101 to        operate as a generator and that power from the rechargeable        device 106 to jointly drive the second dynamo-electric unit 103        in the first drive system 1001 (including any subunit such as        the pilot drive unit 1000) to operate as a motor for driving the        load 120 120a.    -   System Function 8: the optional rechargeable device 106 is        provided in the system and the system operates in serial hybrid        power transmission mode. Whether the rotational kinetic energy        from the active rotational drives the load 120 120a through the        first drive system 1001 or not, the system could be regulated by        manual control, or by the control system comprised of the        central control unit 105 and the drive control unit 104 to        control the rotational kinetic energy from the active rotational        power source 100 to drive the first dynamo-electric unit 101 to        operate as a generator, with the power from the rechargeable        device 106 to jointly drive the second dynamo-electric unit 103        in the second drive system 1002 to operate as a motor for        driving the load 120 120b.    -   System Function 9: the optional rechargeable device 106 is        provided in the system and the system operates in serial hybrid        power transmission mode. Whether the rotational kinetic energy        from the active rotational drives the load 120 120a through the        first drive system 1001 or not, the system could be regulated by        manual control, or by the control system comprised of the        central control unit 105 and the drive control unit 104 to        control the rotational kinetic energy from the active rotational        power source 100 to drive the first dynamo-electric unit 101 to        operate as a generator and with the power from the rechargeable        device 106 to jointly drive the second dynamo-electric unit 103        each in the first drive system 1001 and in the second drive        system 1002 to operate as a motor for driving the load 120 120b.    -   System Function 10: the rotational kinetic energy from the        engine serves as the active rotational power source 100 drives        the load 120 120a of the first drive system 1001.    -   System Function 11: the rotational kinetic energy from the        engine serves as the active rotational power source 100 drives        the load 120 120b of the second drive system 1002.    -   System Function 12: the rotational kinetic energy from the        engine serves as the active rotational power source 100        simultaneously drives the load 120 120a of the first drive        system 1001 and the load 120 120b of the second drive system        1002.    -   System Function 13: the rotational kinetic energy from the        engine serves as the active rotational power source 100 drives        the load 120 120a of the first drive system 1001, and        simultaneously drives the first dynamo-electric unit 101 to        operate as a generator to recharge the rechargeable device 106        or supply power to any other electrical power driven load 130        (including any externally connected unspecified load).    -   System Function 14: the rotational kinetic energy from the        engine serves as the active rotational power source 100 drives        the load 120 120a of the first drive system 1001, and        simultaneously drives the second dynamo-electric unit 103 in the        first drive system 1001 or in the second drive system 1002 to        operate as a generator to recharge the rechargeable device 106        or supply power to any other electrical power driven load 130        (including any externally connected unspecified load).    -   System Function 15: the rotational kinetic energy from the        engine serves as the active rotational power source 100 drives        the load 120 120a of the first drive system 1001, and drives the        first dynamo-electric unit 101 to operate as a generator and        simultaneously drives the second dynamo-electric unit 103 in the        first drive system 1001 or in the second drive system 1002 to        operate as a generator to recharge the rechargeable device 106        or supply power to any other electrical power driven load 130        (including any externally connected unspecified load).    -   System Function 16: the rotational kinetic energy from the        engine serves as the active rotational power source 100 drives        the load 120 120b of the second drive system 1002, and        simultaneously drives the first dynamo-electric unit 101 to        operate as a generator to recharge the rechargeable device 106        or supply power to any other electrical power driven load 130        (including any externally connected unspecified load).    -   System Function 17: the rotational kinetic energy from the        engine serves as the active rotational power source 100 drives        the load 120 120b of the second drive system 1002, and        simultaneously drives the second dynamo-electric unit 103 in the        first drive system 1001 or in the second drive system 1002 to        operate as a generator to recharge the rechargeable device 106        or supply power to any other electrical power driven load 130        (including any externally connected unspecified load).    -   System Function 18: the rotational kinetic energy from the        engine serves as the active rotational power source 100 drives        the load 120 120b of the second drive system 1002, and drives        the first dynamo-electric unit 101 to operate as a generator and        simultaneously drives second dynamo-electric unit 103 in the        first drive system 1001 or in the second drive system 1002 to        operate as a generator to recharge the rechargeable device 106        or supply power to any other electrical power driven load 130        (including any externally connected unspecified load).    -   System Function 19: the rotational kinetic energy from the        engine serves as the active rotational power source 100 drives        the load 120 120a of the first drive system 1001, and        simultaneously drives the load 120 120b of the second drive        system 1002; the active rotational power source 100 also drives        the first dynamo-electric unit 101 to operate as a generator to        recharge the rechargeable device 106 or supply power to any        other electrical power driven load 130 (including any externally        connected unspecified load).    -   System Function 20: the rotational kinetic energy from the        engine serves as the active rotational power source 100 drives        the load 120 120a of the first drive system 1001, and        simultaneously drives the load 120 120b of the second drive        system 1002; the active rotational power source 100 also        simultaneously drives the second dynamo-electric unit 103 in the        first drive system 1001 or in the second drive system 1002 to        operate as a generator to recharge the rechargeable device 106        or supply power to any other electrical power driven load 130        (including any externally connected unspecified load).    -   System Function 21: the rotational kinetic energy from the        engine serves as the active rotational power source 100 drives        the load 120 120a of the first drive system 1001, and        simultaneously drives the load 120 120b of the second drive        system 1002; the active rotational power source 100 also        simultaneously drives the first dynamo-electric unit 101 to        operate as a generator and the second dynamo-electric unit 103        in the first drive system 1001 or in the second drive system        1002 to operate as a generator to recharge the rechargeable        device 106 or supply power to any other electrical power driven        load 130 (including any externally connected unspecified load).    -   System Function 22: the power from the rechargeable device 106        drives the second dynamo-electric unit 103 in the first drive        system 1001 or in the second drive system 1002 to operate as a        motor, or simultaneously drives both of the second        dynamo-electric units 103 in the first and the second drive        systems 1001, 1002 to further drive the load 120 120a of the        first drive system 1001.    -   System Function 23: the power from the rechargeable device 106        drives the second dynamo-electric unit 103 in the first drive        system 1001 or in the second drive system 1002 to operate as a        motor, or simultaneously drives both of the second        dynamo-electric units 103 in the first and the second drive        systems 1001, 1002 to further drive the load 120 120b of the        second drive system 1002.    -   System Function 24: the power from the rechargeable device 106        drives the second dynamo-electric unit 103 in the first drive        system 1001 or in the second drive system 1002 to operate as a        motor, or simultaneously drives both of the second        dynamo-electric units 103 in the first and the second drive        systems 1001, 1002 to further drive both loads 120 120a, 120b        respectively of the first and the second drive system 1001,        1002.    -   System Function 25: the power from the rechargeable device 106        drives the first dynamo-electric unit 101 to operate as a motor        for driving the load 120 120a of the first drive system 1001.    -   System Function 26: the power from the rechargeable device 106        drives the first dynamo-electric unit 101 to operate as a motor        for driving the load 120 120b of the second drive system 1002.    -   System Function 27: the power from the rechargeable device 106        drives the first dynamo-electric unit 101 to operate as a motor        for driving both loads 120 120a, 120b respectively of the first        and the second drive system 1001, 1002.    -   System Function 28: the power from the rechargeable device 106        drives the first dynamo-electric unit 101 to operate as a motor,        or drives the second dynamo-electric unit 103 in the first drive        system 1001 or in the second drive system 1002 to function as a        motor, or simultaneously drives both of the first        dynamo-electric unit 101 and the second dynamo-electric unit 103        to operate as a motor for driving the load 120 120a of the first        drive system 1001.    -   System Function 29: the power from the rechargeable device 106        drives the first dynamo-electric unit 101 to operate as a motor,        or drives the second dynamo-electric unit 103 in the first drive        system 1001 or in the second drive system 1002 to function as a        motor, or simultaneously drives both of the first        dynamo-electric unit 101 and the second dynamo-electric unit 103        to operate as a motor for driving the load 120 120b of the        second drive system 1002.    -   System Function 30: the power from the rechargeable device 106        drives the first dynamo-electric unit 101 to operate as a motor,        or drives the second dynamo-electric unit 103 in the first drive        system 1001 or in the second drive system 1002 to function as a        motor, or simultaneously drives both of the first        dynamo-electric unit 101 and the second dynamo-electric unit 103        to operate as a motor for driving both loads 120 120a, b        respectively of the first drive system 1001 and the second drive        system 1002.    -   System Function 31: the power from the rechargeable device 106        drives the second dynamo-electric unit 103 in the first drive        system 1001 to operate as a motor for producing the rotational        kinetic energy for jointly driving the load 120 120a of the        first drive system 1001 with the power from the active        rotational power source 100.    -   System Function 32: the power from the rechargeable device 106        drives the second dynamo-electric unit 103 in the second drive        system 1002 to operate as a motor for producing the rotational        kinetic energy for jointly driving the load 120 120b of the        second drive system 1002 with the power from the active        rotational power source 100.    -   System Function 33: the power from the rechargeable device 106        drives the second dynamo-electric unit 103 in the first drive        system 1001 and in the second drive system 1002 to function as a        motor for jointly driving the load 120 120a and 120b of the        first drive system 1001 and the second system 1002 with the        rotational kinetic energy from the active rotational power        source 100.    -   System Function 34: the power from the rechargeable device 106        drives the first dynamo-electric unit 101 to function as a motor        for jointly driving the load 120 120a of the first drive system        1001 with the rotational kinetic energy from the active        rotational power source 100.    -   System Function 35: the power from the rechargeable device 106        drives the first dynamo-electric unit 101 to function as a motor        for producing the rotational kinetic energy for jointly driving        the load 120 120b of the second drive system 1002 with the power        from the active rotational power source 100.    -   System Function 36: the power from the rechargeable device 106        drives the first dynamo-electric unit 101 to function as a motor        for jointly driving both loads 120 120a, 120b of the first drive        system 1001 and the second drive system 1002 with the rotational        kinetic energy from the active rotational power source 100.    -   System Function 37: the power from the rechargeable device 106        drives the first dynamo-electric unit 101 to function as a motor        and simultaneously drives the second dynamo-electric unit 103 in        the first drive system 1001 to operate as a motor for producing        the rotational kinetic energy to jointly driving the load 120        120a of the first drive system 1001 with those from the active        rotational power source 100.    -   System Function 38: the power from the rechargeable device 106        drives the first dynamo-electric unit 101 to function as a motor        and simultaneously drives the second dynamo-electric unit 103 in        the second drive system 1002 to operate as a motor for producing        the rotational kinetic energy to jointly driving the load 120        120b of the second drive system 1002 with the power from the        active rotational power source 100.    -   System Function 39: the power from the rechargeable device 106        drives the first dynamo-electric unit 101 to function as a motor        and simultaneously drives the second dynamo-electric unit 103 in        the first drive system 1001 or in the second drive system 1002        to operate as a motor for producing the rotational kinetic        energy to jointly driving both loads 120 120a, b respectively of        the first drive system 1001 and the second drive system 1002        with the power from the active rotational power source 100.    -   System Function 40: the load 120 120a of the first drive system        1001 reversely drives the first dynamo-electric unit 101 to        operate as a generator to recharge the rechargeable device 106        or supply power to other electrical power driven load 130        (including any externally connected unspecified load) to provide        the function of dynamic feedback electrical power regeneration        from braking.    -   System Function 41: the load 120 120b of the second drive system        1002 reversely drives the first dynamo-electric unit 101 to        operate as a generator to recharge the rechargeable device 106        or supply power to other electrical power driven load 130        (including any externally connected unspecified load) to provide        the function of dynamic feedback electrical power regeneration        from braking.    -   System Function 42: both loads 120 120a, b respectively of the        first drive system 1001 and the second drive system 1002        reversely drives the first dynamo-electric unit 101 to operate        as a generator to recharge the rechargeable device 106 or supply        power to other electrical power driven load 130 (including any        externally connected unspecified load) to provide the function        of dynamic feedback electrical power regeneration from braking.    -   System Function 43: the load 120 120a of the first drive system        1001 reversely drives the second dynamo-electric unit 103 of the        first drive system 1001 to operate as a generator to recharge        the rechargeable device 106 or supply power to other electrical        power driven load 130 (including any externally connected        unspecified load) to provide the function of dynamic feedback        electrical power regeneration from braking.    -   System Function 44: the load 120 120b of the second drive system        1002 reversely drives the second dynamo-electric unit 103 of the        second drive system 1002 to operate as a generator to recharge        the rechargeable device 106 or supply power to other electrical        power driven load 130 (including any externally connected        unspecified load) to provide the function of dynamic feedback        electrical power regeneration from braking.    -   System Function 45: both loads 120 120a, b of the first drive        system 1001 and the second drive system 1002 reversely drives        the first dynamo-electric unit 101 to operate as a generator,        and both of the second dynamo-electric units 103 in the first        drive system 1001 and the second drive system 1002 to operate as        a generator to recharge the rechargeable device 106 or supply        power to other electrical power driven load 130 (including any        externally connected unspecified load) to provide the function        of dynamic feedback electrical power regeneration from braking.    -   System Function 46: the load 120 120a of the first drive system        1001 reversely drives the first dynamo-electric unit 101 to        operate as a generator, and inversely draws the second        dynamo-electric unit 103 in the first drive system 1001 to        operate as a generator to recharge the rechargeable device 106        or supply power to other electrical power driven load 130        (including any externally connected unspecified load) to provide        the function of dynamic feedback electrical power regeneration        from braking.    -   System Function 47: the load 120 120b of the second drive system        1002 reversely drives the first dynamo-electric unit 101 to        operate as a generator, and inversely draws the second        dynamo-electric unit 103 in the second drive system 1002 to        operate as a generator to recharge the rechargeable device 106        or supply power to other electrical power driven load 130        (including any externally connected unspecified load) to provide        the function of dynamic feedback electrical power regeneration        from braking.    -   System Function 48: both loads 120 120a, b respectively of the        first drive system 1001 and the second drive system 1002        reversely drives the first dynamo-electric unit 101 to operate        as a generator, and inversely draw both second dynamo-electric        units 103 in the first drive system 1001 and the second drive        system 1002 to operate as a generator to recharge the        rechargeable device 106 or supply power to other electrical        power driven load 130 (including any externally connected        unspecified load) to provide the function of dynamic feedback        electrical power regeneration from braking.    -   System Function 49: the mechanical damping of the engine        deployed as the active rotational power source 100 serves as the        brake for the load 120 120a.    -   System Function 50: the mechanical damping of the engine        deployed as the active rotational power source 100 serves as the        brake for the load 120 120a of the first drive system 1001        simultaneously reverse drive the first dynamo-electric unit 101        to operate as a generator to recharge the rechargeable device        106 or supply power to other electrical power driven load 130        (including any externally connected unspecified load) to impose        braking force on the load 120 120a via the damping for power        regeneration.    -   System Function 51: the mechanical damp of the engine deployed        as the active rotational power source 100 to execute braking on        the load 120 120b of the second drive system 1002 simultaneously        reverse drive the first dynamo-electric unit 101 to operate as a        generator to recharge the rechargeable device 106 or supply        power to other electrical power driven load 130 (including any        externally connected unspecified load) to impose braking force        on the load 120 120b of the second drive system 1002 by the        damping for power regeneration.    -   System Function 52: the mechanical damping of the engine        deployed as the active rotational power source 100 to impose        breaking force on both loads 120 120a, b of the first drive        system 1001 and the second drive system 1002 simultaneously        reverse drive the first dynamo-electric unit 101 to operate as a        generator to recharge the rechargeable device 106 or supply        power to other electrical power driven load 130 (including any        externally connected unspecified load) to impose braking force        on both loads 120 120a, b of the first drive system 1001 and the        second drive system 1002 by the damping for power regeneration.    -   System Function 53: the mechanical damping of the engine        deployed as the active rotational power source 100 impose        breaking force on the load 120 120a of the first drive system        1001 simultaneously reversely drive the second dynamo-electric        unit 103 of the first drive system 1001 to operate as a        generator to recharge the rechargeable device 106 or supply        power to other electrical power driven load 130 (including any        externally connected unspecified load) to impose braking force        on the load 120 120a of the first drive system 1001 by the        damping for power regeneration.    -   System Function 54: the mechanical damping of the engine        deployed as the active rotational power source 100 impose        breaking force on the load 120 120b of the second drive system        1002 simultaneously reversely drive the second dynamo-electric        unit 103 of the second drive system 1002 to operate as a        generator to recharge the rechargeable device 106 or supply        power to other electrical power driven load 130 (including any        externally connected unspecified load) to impose breaking force        on the load 120 120b of the second drive system 1002 by the        damping for power regeneration.    -   System Function 55: the mechanical damping of the engine        deployed as the active rotational power source 100 to impose        breaking force on both loads 120 120a, b of the first drive        system 1001 and the second drive system 1002 simultaneously        reversely drive both second dynamo-electric units 103 of the        first drive system 1001 and the second drive system 1002 to        operate as a generator to recharge the rechargeable device 106        or supply power to other electrical power driven load 130        (including any externally connected unspecified load) to impose        breaking force on both loads 120 120a, b respectively of the        first drive system 1001 and the second drive system 1002 by the        damping for power regeneration.    -   System Function 56: the mechanical damping of the engine which        deployed as the active rotational power source 100 to impose        breaking force on the load 120 120a of the first drive system        1001 and simultaneously reversely drive the first        dynamo-electric units 101 to operate as a generator and also        reversely driving the second dynamo-electric unit 103 of the        first drive system 1001 to operate as a generator to recharge        the rechargeable device 106 or supply power to other electrical        power driven load 130 (including any externally connected        unspecified load) to impose the braking force on the load 120        120a of the first drive system 1001 by the damping for power        regeneration.    -   System Function 57: the mechanical damping of the engine which        deployed as the active rotational power source 100 to impose        breaking force on the load 120 120b of the second drive system        1002 and simultaneously reversely drive the first        dynamo-electric units 101 to operate as a generator and also        reversely driving the second dynamo-electric unit 103 of the        second drive system 1002 to operate as a generator to recharge        the rechargeable device 106 or supply power to other electrical        power driven load 130 (including any externally connected        unspecified load) to impose breaking force on the load 120 120b        of the second drive system 1002 by the damping for power        regeneration.    -   System Function 58: the mechanical damping of the engine which        deployed as the active rotational power source 100 to impose        breaking force on both loads 120 120a, b of the first drive        system 1001 and the second drive system 1002 and simultaneously        reversely drive the first dynamo-electric units 101 to operate        as a generator and also reversely driving the second        dynamo-electric unit 103 of the second drive system 1002 to        operate as a generator to recharge the rechargeable device 106        or supply power to other electrical power driven load 130        (including any externally connected unspecified load) to impose        breaking force on both loads 120 120a, b of the first drive        system 1001 and the second drive system 1002 by the damping for        power regeneration.    -   System Function 59: if the starting motor 121 is adapted to the        active rotational power source 100, the power from the        rechargeable device 106 drives the starting motor 121 for engine        starting up the engine which is deployed as the active        rotational source 100.    -   System Function 60: the power from the rechargeable device 106        drives the first dynamo-electrical unit 101 to operate as a        motor to start up the engine which serving as the active        rotational source 100.    -   System Function 61: the power from the rechargeable device 106        drives the second dynamo-electrical unit 103 in the first drive        system 1001 or in the second drive system 1002 to operate as a        motor to start up the engine which serving as the active        rotational source 100.    -   System Function 62: the power from the rechargeable device 106        drives the first dynamo-electrical unit 101 and simultaneously        driving the second dynamo-electrical unit 103 in the first drive        system 1001 or in the second drive system 1002 to operate as a        motor to start up the engine serving as the active rotational        power source 100.    -   System Function 63: the rotational kinetic energy from the        engine serving as the active rotational power source 100 drives        the first dynamo-electrical unit 101 to operate as a generator        to recharge the rechargeable device 106 or supply power to any        other electrical power driven load 130 (including any externally        connected unspecified load).    -   System Function 64: the rotational kinetic energy from the        engine deployed as the active rotational power source 100 drives        the second dynamo-electrical unit 103 in the first drive system        1001 or in the second drive system 1002 to operate as a        generator, or simultaneously drives both of the second        dynamo-electrical units 103 to recharge the rechargeable device        106 or supply power to any other electrical power driven load        130 (including any externally connected unspecified load).    -   System Function 65: the rotational kinetic energy from the        engine deployed as the active rotational power source 100 drives        the first dynamo-electrical unit 101 to operate as a generator        and simultaneously driving the second dynamo-electrical unit 103        in the first drive system 1001 or in the second drive system        1002 to operate as a generator, or simultaneously drives both of        the first and the second dynamo-electrical units 101, 103 to        recharge the rechargeable device 106 or supply power to any        other electrical power driven load 130 (including any externally        connected unspecified load).    -   System Function 66: the active rotational power source 100        drives the transmission unit 129 and the coupled clutch 1020 to        drive the transmission unit 109 109c which provides the        regulating capability of variable transmission, reversing or        idling functions to constitute the pilot drive unit 1000 for        driving the load 120 120a.    -   System Function 67: the active rotational power source 100        drives the transmission unit 129 and the coupled clutch 1020 to        drive the transmission unit 109 109c which provides the        regulating capability of variable transmission, reversing or        idling functions and multiple shafts which allow differential        output to constitute the pilot drive unit 1000 for driving the        load 120.    -   System Function 68: while rechargeable device 106 is not        provided, the active rotational power source 100 drives the        independent power generation unit 2000 which further drive the        second dynamo-electrical unit 103 in the first drive system        1001, or drive the second dynamo-electrical unit 103 in the        second drive system 1002, or simultaneously drive both of the        second dynamo-electrical units 103 respectively of the first        drive system 1001 and the second drive system 1002 to operate as        a motor for generating the rotational kinetic energy to drive        the load 120.    -   System Function 69: while rechargeable device 106 is provided,        the active rotational power source 100 drives the independent        power generation unit 2000 to further drive the second        dynamo-electrical unit 103 in the first drive system 1001, or        drive the second dynamo-electrical unit 103 in the second drive        system 1002, or simultaneously drive both of the second        dynamo-electrical units 103 respectively of the first drive        system 1001 and the second drive system 1002 to operate as a        motor for generating the rotational kinetic energy to drive the        load 120, and recharge the rechargeable device 106 or to supply        power to any other electrical power driven load 130 (including        any externally connected unspecified load).    -   System Function 70: while rechargeable device 106 is provided,        the active rotational power source 100 drives the independent        power generation unit 2000 to further drive the second        dynamo-electrical unit 103 in the first drive system 1001, or        drive the second dynamo-electrical unit 103 in the second drive        system 1002, or simultaneously drive both of the second        dynamo-electrical units 103 respectively of the first drive        system 1001 and the second drive system 1002 to operate as a        motor for generating the rotational kinetic energy to drive the        load 120 120b.    -   System Function 71: while rechargeable device 106 is provided,        the active rotational power source 100 drives the independent        power generation unit 2000; power from the power generation unit        2000 and the rechargeable device 106 jointly drive the second        dynamo-electrical unit 103 in the first drive system 1001, or        jointly drive the second dynamo-electrical unit 103 in the        second drive system 1002, or jointly drive both of the second        dynamo-electrical units 103 simultaneously respectively of the        first drive system 1001 and the second drive system 1002 to        operate as a motor for generating the rotational kinetic energy        to drive the load 120 120b.    -   System Function 72: while rechargeable device 106 is provided,        the active rotational power source 100 drives the independent        power generation unit 2000 to recharge the rechargeable device        106 or to supply power to any other electrical power driven load        130 (including any externally connected unspecified load).    -   System Function 73: while rechargeable device 106 is provided,        the independent power generation unit 2000 is reversely driven        by the loading to recharge the rechargeable device 106 or to        supply power to any other electrical power driven load 130        (including any externally connected unspecified load) to impose        breaking force on load 120 120b by the damping for power        regeneration.    -   System Function 74: while rechargeable device 106 is provided,        and the power generation unit 2000 stops running, the power from        the rechargeable device 106 drives the second dynamo-electrical        unit 103 in the first drive system 1001, or drives the second        dynamo-electrical unit 103 in the second drive system 1002, or        simultaneously both second dynamo-electrical units 103        respectively of the first drive system 1001 and the second drive        system 1002 to operate as a motor for generating the rotational        kinetic energy to drive the load 120 120b.    -   System Function 75: to permit the transmission of the rotational        kinetic energy controlled by the clutch 132 between the first        drive system 1001 and the second drive system 1002 while the        clutch 132 is engaged.    -   System Function 76: to split the transmission of the rotational        kinetic energy controlled by the clutch 132 between the first        drive system 1001 and the second drive system 1002 while the        clutch 132 is is disengaged.    -   System Function 77: to execute the transmission of the        rotational kinetic energy controlled by clutch 132 between the        transmission unit 129 coupled to the active rotational power        source 100 and the second drive system 1002 while the clutch 132        is engaged.    -   System Function 78: to split the transmission of the rotational        kinetic energy controlled by clutch 132 between the transmission        unit 129 coupled to the active rotational power source 100 and        the second drive system 1002 while the clutch 132 is disengaged.    -   System Function 79: to execute the transmission of the        rotational kinetic energy controlled by clutch 132 between        (among) multiple second drive systems 1002 while the clutch 132        is engaged.    -   System Function 80: to split the transmission of the rotational        kinetic energy controlled by clutch 132 between (among) multiple        second drive systems 1002 while the clutch 132 is disengaged.    -   Those preferred embodiments of the system as illustrated in FIG.        1 and FIGS. 2 through 51 to provide any or all of the functions        described in System Functions 1 through 80.

FIG. 2 shows the block diagram of a first preferred embodiment of thesplit serial-parallel hybrid dual-power drive system of the presentinvention, essentially comprised of the first drive system 1001 and thesecond drive system 1002. In the first drive system 1001, the rotarypart applied to output the rotational kinetic energy from the activerotational power source 100 is coupled to the optional transmission unit129 and the optional clutch 102 to drive the first dynamo-electricalunit 101 and to further drive the respective load 120 120a through theclutch 112 and the optional transmission unit 109 109b. In the seconddrive system 1002, the second dynamo-electrical unit 103 served as thepower source for the second drive system 1002 to drive the respectiveload 120 120b through the optional clutch 122 and the optionaltransmission unit 109 109e to comprise the second drive system 1002.

Accordingly, by regulating the operation of the first drive system 1001and the second drive system 1002 constitutes the split serial-parallelhybrid dual-power drive system.

Furthermore, as required, the output terminal of the rotational kineticenergy of the active rotational power source 100, the output terminal ofthe transmission unit 129 coupled to, the rotary part to output therotational kinetic energy of the clutch 102 coupled to, or the rotarypart of the first dynamo-electrical unit 101 driven by the first drivesystem 1001 is coupled to the input end of the clutch 132; meanwhile theoutput terminal of the clutch 132 is coupled to the rotary part of thesecond dynamo-electrical unit 103 serving as the power source for thesecond drive system 1002, or the output terminal of the clutch 122coupled to, the output terminal of the optional transmission unit 109109e coupled to, or the input terminal of the load 120 120b driven bythe second drive system 1002 for the control of the transmission statusof the rotational kinetic energy between the first drive system 1001 andthe second drive system 1002.

FIG. 3 shows the block diagram of a second preferred embodiment of thesplit serial-parallel hybrid dual-power drive system of the presentinvention, essentially comprised of the first drive system 1001 and thesecond drive system 1002. In the first drive system 1001, the rotarypart applied to output the rotational kinetic energy from the activerotational power source 100 is coupled to the optional transmission unit129 and the optional clutch 102 to drive the first dynamo-electricalunit 101 and to further drive the respective load 120 120a through theclutch 112 and the optional transmission unit 109 109b. In the seconddrive system 1002, the second dynamo-electrical unit 103 served as thepower source for the second drive system 1002 drives the respective load120 120b through the optional transmission unit 109 109e.

Accordingly, by regulating the operation of the first drive system 1001and the second drive system 1002 constitutes the split serial-parallelhybrid dual-power drive system.

Furthermore, as required, the output terminal of the rotational kineticenergy of the active rotational power source 100, the output terminal ofthe transmission unit 129 coupled to, the rotary part to output therotational kinetic energy of the clutch 102 coupled to, or the rotarypart of the first dynamo-electrical unit 101 driven by the first drivesystem 1001 is coupled to the input terminal of the clutch 132;meanwhile the output terminal of the clutch 132 is coupled to the rotarypart of the second dynamo-electrical unit 103 serving as the powersource for the second drive system 1002, the output terminal of theoptional transmission unit 109 109e coupled to, or the input terminal ofthe load 120 120b driven by the second drive system 1002 for the controlof the transmission status of the rotational kinetic energy between thefirst drive system 1001 and the second drive system 1002.

FIG. 4 shows the block diagram of the third preferred embodiment of thesplit serial-parallel hybrid dual-power drive system of the presentinvention, essentially comprised of the first drive system 1001 and thesecond drive system 1002. In the first drive system 1001, the rotarypart applied to output the rotational kinetic energy from the activerotational power source 100 is coupled to the optional transmission unit129 to drive the first dynamo-electrical unit 101 and to further drivethe adapted load 120 120a through the clutch 112 and the optionaltransmission unit 109 109b. In the second drive system 1002, the seconddynamo-electrical unit 103 serving as the power source for the seconddrive system 1002 drives the adapted load 120 120b through the optionalclutch 122 and optional transmission unit 109 109e.

Accordingly, by regulating the operation of the first drive system 1001and the second drive system 1002 constitutes the split serial-parallelhybrid dual-power drive system.

Furthermore, as required, the output terminal of the rotational kineticenergy of the active rotational power source 100, the output terminal ofthe transmission unit 129 coupled to, or the rotary part of the firstdynamo-electrical unit 101 driven by the first drive system 1001 iscoupled to the input terminal of the clutch 132; meanwhile the outputterminal of the clutch 132 is coupled to the rotary part of the seconddynamo-electrical unit 103 serving as the power source for the seconddrive system 1002, the output terminal of the clutch 122 coupled to, theoutput terminal of the optional transmission unit 109 109e coupled to,or the input terminal of the load 120 120b driven by the second drivesystem 1002 for the control of the transmission status of the rotationalkinetic energy between the first drive system 1001 and the second drivesystem 1002.

FIG. 5 shows the block diagram of the fourth preferred embodiment of thesplit serial-parallel hybrid dual-power drive system of the presentinvention, essentially comprised of the first drive system 1001 and thesecond drive system 1002. In the first drive system 1001, the rotarypart applied to output the rotational kinetic energy from the activerotational power source 100 is coupled to the optional transmission unit129 to drive the first dynamo-electrical unit 101 and to further drivethe respective load 120 120a through the clutch 112 and the optionaltransmission unit 109 109b. In the second drive system 1002, the seconddynamo-electrical unit 103 serving as the power source for the seconddrive system 1002 drives the respective load 120 120b through optionaltransmission unit 109 109e.

Accordingly, by regulating the operation of the first drive system 1001and the second drive system 1002 constitutes the split serial-parallelhybrid dual-power drive system.

Furthermore, as required, the output terminal of the rotational kineticenergy of the active rotational power source 100, the output terminal ofthe transmission unit 129 coupled to the active rotational power source100, or the rotary part of the first dynamo-electrical unit 101 drivenby the first drive system 1001 is coupled to the input terminal of theclutch 132; meanwhile the output terminal of the clutch 132 is coupledto the rotary part of the second dynamo-electrical unit 103 serving asthe power source for the second drive system 1002, or the outputterminal of the optional transmission unit 109 109e, or the inputterminal of the load 120 120b driven by the second drive system 1002 forthe control of the transmission status of the rotational kinetic energybetween the first drive system 1001 and the second drive system 1002.

FIG. 6 shows the block diagram of the fifth preferred embodiment of thesplit serial-parallel hybrid dual-power drive system of the presentinvention, essentially comprised of the first drive system 1001 and thesecond drive system 1002. An independent power generation unit 2000 iscomprised of the optional transmission unit 109 109b and the optionalclutch 102 provided either on the same side but not on the same shaft,not on the same side but on the same shaft, or neither on the same sidenor on the same shaft of the output terminal of the load 120 120a drivenby the active rotational power source to be coupled to the firstdynamo-electrical unit 101; and the rotary part of the active rotationalpower source 100 is coupled to the optional transmission unit 129, theoptional clutch 112 and the optional transmission 109 109c to drive therespective load 120 120a to comprise the first drive system 1001. In thesecond drive system 1002, the second dynamo-electrical unit 103 servingas the power source for the second drive system 1002 drives the adaptedload 120 120b through the optional clutch 122 and optional transmissionunit 109 109e.

Accordingly, by regulating the operation of the first drive system 1001and the second drive system 1002 constitutes the split serial-parallelhybrid dual-power drive system.

Furthermore, as required, the output terminal of the rotational kineticenergy of the active rotational power source 100, or the output terminalof the transmission unit 129 coupled to, or the rotary part to outputthe rotational kinetic energy of the clutch 112 coupled to, or theoutput terminal of the optional transmission unit 109 109c provided to,or the rotary part of the first dynamo-electrical unit 101 driven by thefirst drive system 1001 is coupled to the input end of the clutch 132;meanwhile the output terminal of the clutch 132 is coupled to the rotarypart of the second dynamo-electrical unit 103 serving as the powersource for the second drive system 1002, the output terminal of theclutch 122 coupled to, the output terminal of the optional transmissionunit 109 109e provided to, or the input end of the load 120 120b drivenby the second drive system 1002 for the control of the transmissionstatus of the rotational kinetic energy between the first drive system1001 and the second drive system 1002.

FIG. 7 shows the block diagram of a sixth preferred embodiment of thesplit serial-parallel hybrid dual-power drive system of the presentinvention, essentially comprised of the first drive system 1001 and thesecond drive system 1002. In the first drive system 1001, the rotarypart to output the rotational kinetic energy from the active rotationalpower source 100 is coupled to the optional transmission unit 129, theoptional clutch 102, and the optional transmission unit 109 109b todrive the first dynamo-electrical unit 101 and to further drive theadapted load 120 120a through the non-coaxial-aligned transmission unit129, the clutch 112, and the optional transmission unit 109 109d. In thesecond drive system 1002, the second dynamo-electrical unit 103 103aserving as the power source for the second drive system 1002 drives therespective load 120 120b through the optional clutch 122 and optionaltransmission unit 109 109e.

Accordingly, the control of the operation of the first drive system 1001and the second drive system 1002 constitutes the split serial-parallelhybrid dual-power drive system.

Furthermore, as required, the output terminal of the rotational kineticenergy of the active rotational power source 100, the output terminal ofthe transmission unit 129 coupled to, the output terminal of thetransmission unit 129 coupled to, or the rotary part to output therotational kinetic energy of the clutch 102 coupled to, the outputterminal of the transmission unit 109 109b provided to, or the rotarypart of the first dynamo-electrical unit 101 driven by the first drivesystem 1001 is coupled to the input end of the clutch 132; meanwhile theoutput terminal of the clutch 132 is coupled to the rotary part of thesecond dynamo-electrical unit 103 103a serving as the power source forthe second drive system 1002, the output terminal of the clutch 122coupled to, the output terminal of the optional transmission unit 109109d provided to, or the input end of the load 120 120a driven by thesecond first drive system 1002 1001 for the control of the transmissionstatus of the rotational kinetic energy between the first drive system1001 and the second drive system 1002.

FIG. 8 shows the block diagram of the seventh preferred embodiment ofthe split serial-parallel hybrid dual-power drive system of the presentinvention, essentially comprised of the first drive system 1001 and thesecond drive system 1002. In the first drive system 1001, the rotarypart applied to output the rotational kinetic energy from the activerotational power source 100 is coupled to the optional transmission unit129, the optional clutch 102, and the transmission unit 109 109b todrive the first dynamo-electrical unit 101 and to further drive the eachrespective load 120 120a1, 120a2 by the rotary part of the firstdynamo-electrical unit 101 through the transmission unit 129 to transmitthe rotational kinetic energy to two or multiple clutches 112 112a, 112band transmission units 109 109d1, 109d2 individually selected. Two ormultiple second drive systems are comprised of multiple seconddynamo-electrical unit 103 103a, 103b serving as the power source forthe second drive system 1002, and multiple clutches 122 122a, 122b andmultiple transmission units 109 109e1, 109e2, 109f1, 109f2 individuallyselected to drive the adapted loads 120 120e, 120f respectively.

Accordingly, the control of the operation of the first drive system 1001and the second drive system 1002 constitutes the split serial-parallelhybrid dual-power drive system.

Furthermore, as required, the output terminal of the rotational kineticenergy of the active rotational power source 100, the output terminal ofthe transmission unit 129 coupled to, the rotary part to output therotational kinetic energy of the clutch 102 102a, 102b coupled to, theoutput terminal of the optional transmission unit 109 109b1, 109b2provided to, or the rotary part of the first dynamo-electrical unit 101101a, 101b driven by the first drive system 1001 is coupled to the inputend of the transmission unit 129 operating on multi-shaft transmission;the output terminals of those clutches 132 132a, 132b are respectivelycoupled to rotations parts of those multiple second dynamo-electricalunits 103 103b, 103c serving as the power source of the second drivesystem 1002, or respectively coupled to output terminals of thoseclutches 122 122a, 122b, or coupled to output terminals of thosetransmission units 109 109e1, 109e2, 109f1, 109f2 individually selected,or to input terminals of those loads respectively driven by the seconddrive system 1002 for the control of the transmission status of therotational kinetic energy between the first drive system 1001 and thesecond drive system 1002.

FIG. 9 shows the block diagram of the eighth preferred embodiment of thesplit serial-parallel hybrid dual-power drive system of the presentinvention, essentially comprised of multiple first drive systems 1001and multiple second drive systems 1002. In the first drive system 1001,the rotary part to output the rotational kinetic energy from the activerotational power source 100 is coupled to the optional transmission unit129 provided with multiple output shafts respectively coupled to two ormultiple optional clutches 102 102a, 102b and transmission units 109109b1, 109b2 to drive two or multiple first dynamo-electrical units 101101a, 101b, two or multiple clutches 112 112a, 112b, and two or multipletransmission units 109 109c1, 109c2 to respectively drive the adaptedloads 120 120a1, 120a2 through the respective clutch 112 112a, 112b andthe optional transmission unit 109 109d1, 109d2. In the second drivesystem 1002, tow two or multiple second dynamo-electrical units 103103b, 103c serving as the power source for the second drive system 1002respectively drive multiple adapted load 120 120b1, 120b2 throughmultiple optional clutches 122 122a, 122b and multiple optionaltransmission units 109 109e1, 109e2, 109f1, 109f2.

Accordingly, the control of the operation of the first drive system 1001and the second drive system 1002 constitutes the split serial-parallelhybrid dual-power drive system.

Furthermore, as required, the output terminal of the rotational kineticenergy of the active rotational power source 100, the output terminal ofthe transmission unit 129 coupled to, or the rotary part of individualoutput of the transmission unit 109 operating on multi-shafttransmission coupled to, or the rotary parts to output the rotationalkinetic energy of the clutches 102 102a, 102b respectively coupled to,each output end of the optional transmission units 109 109b1, 109b2, oreach rotary part of the first dynamo-electrical units 101 driven by thefirst drive system 1001 is coupled to the input end of the clutch 132132a, 132b; meanwhile the output terminal of the clutch 132 132a, 132bis coupled to each rotary part of the second dynamo-electrical units 103103b, 103c serving as the power source for the second drive system 1002,each output end of the clutches 122 122a, 122b coupled to, each outputinput end of the optional transmission units 109 109f1, 109f2 coupledto, or each input end of the loads 120 120b1, 120b2 driven by the seconddrive system 1002 for the control of the transmission status of therotational kinetic energy between the first drive system 1001 and thesecond drive system 1002.

FIG. 10 shows the block diagram of the ninth preferred embodiment of thesplit serial-parallel hybrid dual-power drive system of the presentinvention, essentially comprised of the first drive system 1001 and thesecond drive system 1002. In the first drive system 1001, the rotarypart applied to output the rotational kinetic energy from the activerotational power source 100 is coupled to the optional transmission unit129, the optional clutch 102, and the transmission unit 109 to drive thefirst dynamo-electrical unit 101 and to further drive those loads 120120a1, 120a2 adapted to both output terminals of the differentialtransmission unit 109 109d through the optional transmission unit 109109c, the clutch 112 and the differential transmission unit 109 109d. Inthe second drive system 1002, two or multiple second dynamo-electricalunits 103 103b, 103c serving as the power source for the second drivesystem 1002 respectively drive multiple adapted load 120 120b1, 120b2through each optional transmission units 109 109f1, 109f2.

Accordingly, the control of the operation of the first drive system 1001and the second drive system 1002 constitutes the split serial-parallelhybrid dual-power drive system.

Furthermore, as required, the output terminal of the rotational kineticenergy of the active rotational power source 100, the output terminal ofthe transmission unit 129 coupled to, the rotary part to output therotational kinetic energy of the clutch 102 coupled to, the rotary partto output the rotational kinetic energy of the clutch 102 coupled to,the output terminal of the optional transmission unit 109 109b providedto, or the rotary part of the first dynamo-electrical unit 101 driven bythe first drive system 1001 is coupled to the input end of the clutch132; meanwhile the output terminal of the clutch 132 is coupled to theinput end of the differential transmission unit 109 109e. Both outputends of the differential transmission unit 109 109e are respectivelycoupled to both rotary parts of the second dynamo-electrical units 103103b, 103c serving as the power source for the second drive system 1002for the control of the transmission status of the rotational kineticenergy between the first drive system 1001 and the second drive system1002.

FIG. 11 shows the block diagram of the tenth preferred embodiment of thesplit serial-parallel hybrid dual-power drive system of the presentinvention, essentially comprised of the first drive system 1001 and thesecond drive system 1002. In the first drive system 1001, the rotarypart to output the rotational kinetic energy from the active rotationalpower source 100 is coupled to the optional transmission unit 129, theoptional clutch 102, and the transmission unit 109 109b to drive thefirst dynamo-electrical unit 101 and the rotary part of the firstdynamo-electrical unit 101 is coupled to the optional transmission unit109 109c and the clutch 112 to drive two loads 120 120a1, 120a2respectively adapted to both output terminals of the differentialtransmission unit 109 109d. In the second drive system 1002, multiplesecond dynamo-electrical units 103 serving as the power source for thesecond drive system 1002 respectively drive multiple loads 120 120b1,120b2 adapted to both output terminals of the differential transmissionunit 109 109f through the optional transmission unit 109 109e, theclutch 122, and the differential transmission unit 109 109f.

Accordingly, the control of the operation of the first drive system 1001and the second drive system 1002 constitutes the split serial-parallelhybrid dual-power drive system.

Furthermore, as required, the output terminal of the rotational kineticenergy of the active rotational power source 100, the output terminal ofthe transmission unit 129 coupled to, the rotary part to output therotational kinetic energy of the clutch 102 coupled to, the input end ofthe optional transmission unit 109 109b, or the rotary part of the firstdynamo-electrical unit 101 driven by the first drive system 1001 iscoupled to the input end of the clutch 132; meanwhile the outputterminal of the clutch 132 is coupled to the rotary part of the seconddynamo-electrical unit 103 serving as the power source for the seconddrive system 1002, or the output terminal of the optional transmissionunit 109 109e, the output terminal of the clutch 122 coupled to thesecond drive system 1002, or to the input end of the differentialtransmission unit 109 109f located at where between the clutch 122 andthe driven load 120 120b1, 120b2 for the control of the transmissionstatus of the rotational kinetic energy between the first drive system1001 and the second drive system 1002.

FIG. 12 shows the block diagram of the eleventh preferred embodiment ofthe split serial-parallel hybrid dual-power drive system of the presentinvention, essentially comprised of the first drive system 1001 and thesecond drive system 1002. In the first drive system 1001, the rotarypart to output the rotational kinetic energy from the active rotationalpower source 100 is coupled to the optional transmission unit 129, theoptional clutch 102, and the transmission unit 109 109b to drive thefirst dynamo-electrical unit 101 and the rotary part of the firstdynamo-electrical unit 101 is coupled to the optional transmission unit109 109c and the clutch 112, and further coupled to the optionaltransmission unit 129 provided with multiple input and output terminals.The transmission unit 129 provided with multiple input and outputterminals is coupled to an auxiliary dynamo-electrical unit 1010 for theoptional transmission unit 109 109e coupled through the clutch 122 todrive the adapted load 120 120a. In the second drive system 1002, thesecond dynamo-electrical unit 103 serving as the power source for thesecond drive system 1002 drives the adapted load 120 120b through theoperational transmission unit 109.

Accordingly, the control of the operation of the first drive system 1001and the second drive system 1002 constitutes the split serial-parallelhybrid dual-power drive system.

Furthermore, as required, the output terminal of the rotational kineticenergy of the active rotational power source 100, the output terminal ofthe transmission unit 129 129b coupled to, the rotary part to output therotational kinetic energy of the clutch 102 coupled to, the input end ofthe optional transmission unit 109 109b provided to or the rotary partof the first dynamo-electrical unit 101 driven by the first drive system1001 is coupled to the input end of the clutch 132; meanwhile the outputterminal of the clutch 132 is coupled to the rotary part of the seconddynamo-electrical unit 103 serving as the power source for the seconddrive system 1002, or the output terminal of the optional transmissionunit 109 provided to, or the input end of the load 120 120b driven bythe second drive system 1002 for the control of the transmission statusof the rotational kinetic energy between the first drive system 1001 andthe second drive system 1002.

FIG. 13 shows the block diagram of the twelfth preferred embodiment ofthe split serial-parallel hybrid dual-power drive system of the presentinvention, essentially comprised of the first drive system 1001 and thesecond drive system 1002. In the first drive system 1001, the rotarypart to output the rotational kinetic energy from the active rotationalpower source 100 is coupled to the optional transmission unit 129 129a,the optional clutch 102, and the transmission unit 109 109b to drive thefirst dynamo-electrical unit 101 and the rotary part of the firstdynamo-electrical unit 101 is coupled to the optional transmission unit109 109c and the clutch 112, and further to the optional transmissionunit 129 129b provided with multiple input and output terminals. Thetransmission unit 129 129b provided with multiple input and outputterminals is coupled to the auxiliary dynamo-electrical unit 1010 forthe differential transmission unit 109 109d coupled through the clutch122, and both output terminals of the differential transmission unit 109109d drive their respectively adapted loads 120 120a1 and 120a2. In thesecond drive system 1002, two or multiple second dynamo-electrical unit103 serving as the power source for the second drive system 1002 drivesthe respectively adapted loads 120 120b1 and 120b2 through therespective operational transmission units 109 109f1, 109f2.

Accordingly, the control of the operation of the first drive system 1001and the second drive system 1002 constitutes the split serial-parallelhybrid dual-power drive system.

Furthermore, as required, the output terminal of the rotational kineticenergy of the active rotational power source 100, the output terminal ofthe transmission unit 129 129a coupled to, the rotary part to output therotational kinetic energy of the clutch 102 coupled to, the input end ofthe optional transmission unit 109 109b provided to or the rotary partof the first dynamo-electrical unit 101 driven by the first drive system1001 is coupled to the input end of the clutch 132; meanwhile the outputterminal of the clutch 132 is coupled to the input end of thedifferential transmission unit 109 109e, and both output ends of thedifferential transmission unit 109 109e are respectively coupled to bothrotary parts of the second dynamo-electrical units 103 103b, 103cserving as the power source for the second drive system 1002 for thecontrol of the transmission status of the rotational kinetic energybetween the first drive system 1001 and the second drive system 1002.

FIG. 14 shows the block diagram of the thirteenth preferred embodimentof the split serial-parallel hybrid dual-power drive system of thepresent invention, essentially comprised of the first drive system 1001and the second drive system 1002. In the first drive system 1001, thepower generation unit 2000 is comprised of making the output terminal ofthe rotational kinetic energy of the active rotational power source 100in the configuration of multiple output terminals either on the sameside but not on the same shaft, not on the same side but on the sameshaft, or neither on the same side nor on the same shaft for couplingwith the optional transmission unit 129 and the optional clutch 102 tofurther couple to the first dynamo-electrical unit 101; and one of themultiple output terminals of the rotational kinetic energy from theactive rotational power source 100 is coupled to the optionaltransmission unit 129, the optional clutch 112 and the optionaltransmission unit 109 109b to drive the adapted load 120 120a with thepower generation unit 2000 to jointly constitute the first drive system1001. In the second drive system, the second dynamo-electrical unit 103serving as the power source for the second drive system 1002 drives theadapted load 120 120b1, 120b2 through the optional clutch 122 and theoptional transmission unit 109 109e, 109f.

Accordingly, the control of the operation of the first drive system 1001and the second drive system 1002 constitutes the split serial-parallelhybrid dual-power drive system.

Furthermore, as required, the output terminal of the rotational kineticenergy of the active rotational power source 100, the output terminal ofthe transmission unit 129 coupled to, the rotary part to output therotational kinetic energy of the clutch 112 coupled to, the outputterminal of the optional transmission unit 109 109b provided to thefirst drive system 1001, or the input end of the driven load 120 120a iscoupled to the input end of the clutch 132; meanwhile the outputterminal of the clutch 132 is coupled to the rotary part of the seconddynamo-electrical unit 103 serving as the power source for the seconddrive system 1002, or the output terminal of the clutch 122 coupled to,or the output terminal of the optional transmission unit 109 109fprovided to, or the input end of the load 120 120b driven by the seconddrive system 1002 for the control of the transmission status of therotational kinetic energy between the first drive system 1001 and thesecond drive system 1002.

FIG. 15 shows the block diagram of the fourteenth preferred embodimentof the split serial-parallel hybrid dual-power drive system of thepresent invention, essentially comprised of the first drive system 1001and the second drive system 1002. In the first drive system 1001, thepower generation unit 2000 is comprised of making the output terminal ofthe rotational kinetic energy of the active rotational power source 100in the configuration of multiple output terminals either on the sameside but not on the same shaft, not on the same side but on the sameshaft, or neither on the same side nor on the same shaft for couplingwith the optional transmission unit 129 and the optional clutch 102 tofurther couple to the first dynamo-electrical unit 101; and one of theoutput terminals of the rotational kinetic energy from the activerotational power source 100 is coupled to the optional transmission unit129, the optional clutch 112 and the optional differential transmissionunit 109 109b to respectively drive two loads 120 120a1 and 120a2adapted to both output terminals of the differential transmission unit109 109b with the power generation unit 2000 to jointly constitute thefirst drive system 1001. In the second drive system 1002, two ormultiple second dynamo-electrical units 103 103b, 103c serving as thepower source for the second drive system 1002 respectively drive theadapted loads 120 120b1 and 120b2 through the optional transmissionunits 109 109e, 109f1 and 109f2. By switching the clutch 132 to engageor disengage status to regulate the transmission of the rotationalkinetic energy between the first drive system 1001 and the second drivesystem 1002 are regulated to perform those functions described in SystemFunctions 1 through 80.

Furthermore, as required, the output terminal of the rotational kineticenergy of the active rotational power source 100, the output terminal ofthe transmission unit 129 coupled to, the rotary part to output therotational kinetic energy of the clutch 112 coupled to the first drivesystem 1001, or the output terminal of the differential transmissionunit 109 109b is coupled to the input end of the clutch 132; meanwhilethe output terminal of the clutch 132 is coupled to the input end of thedifferential transmission unit 109 109e provided in the second drivesystem 1002 to respectively drive two rotary parts of both seconddynamo-electrical units 103 103b and 103c serving as the power sourcefor the second drive system 1002 for the control of the transmissionstatus of the rotational kinetic energy between the first drive system1001 and the second drive system 1002.

FIGS. 16 and 17 respectively illustrate the block diagrams of afifteenth and a sixteenth preferred embodiments of the splitserial-parallel hybrid dual-power drive system of the present invention.In both preferred embodiments, each is essentially comprised of thefirst drive system 1001 and the second drive system 1002. In the firstdrive system 1001, the rotary part applied to output the rotationalkinetic energy of the active rotational power source 100 is coupled tothe optional transmission unit 129 and further coupled to the planetgear 803 of the planetary gear set 801. The rotary part of the firstdynamo-electrical unit 101 is coupled to the sun gear 802 of theplanetary gear set 801 while the relative motion between the rotary partand the stationary part of the first dynamo-electrical unit 101 iscontrolled by the drive control unit 104 to operates as a motor tooutput the rotational kinetic energy or as a generator to producedamping while generating power, with the effect of damping to transferthe rotational kinetic energy from the active rotational power source100 to the external gear 804; or alternatively, by the regulating of thedrive control unit 104, the stationary part and the rotary part arelocked by electromagnetic force, the function of electromagnetic lockcould be altered by the optional brake 902 with the rotary part of thefirst dynamo-electrical unit 101 coupled to the rotary part of the brake902 and the stationary side of the brake 902 locked to the vehicle frameor the stationary part of the first dynamo-electrical unit 101;accordingly, the first dynamo-electrical unit 101 is in locked statusallowing the rotational kinetic energy from the active rotational powersource 100 transferred to the external gear 804.

Furthermore, the brake 901 is required for the active rotational powersource 100 to drive the first dynamo-electrical unit 101 to operate as agenerator. The external gear 804 of the planetary gear set 801 coupledto the input end of the clutch 112 and the rotary part of the brake 901;the stationary part of the brake 901 is locked to the frame; and theother terminal of the clutch 112 might directly output to drive the load120 120a or through the optional transmission unit 109 109c asillustrated in FIG. 16 or the other terminal of the clutch 112 might becoupled to the input terminal of the differential transmission unit 109109c as illustrated in FIG. 17. Both differential output terminals ofthe differential transmission unit 109 109c are provided to drive theirrespective loads 120 120a1 and 120a2 to constitute the first drivesystem 1001.

The first drive system 1001 may or may not be provided with the seconddynamo-electrical unit 103 103a depending on requirement. While thesecond dynamo-electrical unit 103 103a is provided to the first drivesystem 1001, the second dynamo-electrical unit 103 103a illustrated inFIG. 16 may be coupled directly or through the optional transmissionunit 109 109c to the load 120 120a; or coupled to the input terminal ofthe differential transmission unit 109 109c driven by the clutch 112,the clutch 112 as illustrated in FIG. 17. Wherein, the clutch 112 andthe brake 901 may be separately provided or arranged in commonstructure.

The second drive system 1002 adapt the second dynamo-electrical unit 103103b as the power source to couple to the optional transmission unit 109109e or any other transmission device for driving one or multiple load120 120b or 120b1 and 120b2, or as required, the rotary part of thesecond dynamo-electrical unit 103 103b is coupled to the input terminalof the differential transmission unit 109 109e, and both differentialoutput terminals of the differential transmission unit 109 109e areprovided to drive respectively adapted loads 120 120b1 and 120b2 toconstitute the second drive system 1002. By switching the clutch 132 toengage or disengage status for regulating the transmission of therotational kinetic energy between the first drive system 1001 and thesecond drive system 1002 makes the system to perform those functionsdescribed in System Functions 1 through 80.

The primary functions of the preferred embodiments illustrated in FIGS.16 and 17 include that while the brake 901 is closed and the clutch 112is disengaged, the external gear 804 is locked to make the activerotational power source 100 to solely drive the sun gear 802 through theplanet gear 803 thus to drive the first dynamo-electrical unit 101 tooperate as a generator for driving the second dynamo-electrical unit 103optionally adapted to the first drive system 1001, or for driving thesecond dynamo-electrical unit 103 adapted to the second drive system1002, or driving both second dynamo-electrical units 103 103a and 103badapted to the first drive system 1001 and the second drive system 1002to provide the capability of generating the serial hybrid power outputand/or recharge the rechargeable device 106.

Alternatively, the power generated from the first dynamo-electrical unit101 and the rechargeable device 106 jointly drive the seconddynamo-electrical unit 103 103a in the first drive system 1001, or thesecond dynamo-electrical unit 103 103b in the second drive system 1002or both of the second dynamo-electrical units 103 simultaneously.

The second dynamo-electrical unit 103 103a and 103b in the first drivesystem 1001 and in the second drive system 1002 drive the load 120120a1, 120a2, 120b1 and 120b2 jointly by utilizing the rotationalkinetic energy from the active rotational power source 100 with thepower from the rechargeable device 106 when the clutch 112 is engaged.

When the clutch 112 is disengaged and the first dynamo-electrical unit101 driven by the active rotational power source 100 operates as agenerator, under the control of the drive control unit 104 the seconddynamo-electrical unit 103 103a and 103b operates in the serial hybridpower transmission mode by utilizing the power generated from the firstdynamo-electrical unit 101.

Alternatively, the power from the rechargeable device 106 regulated bythe drive control unit 104 solely drives the second dynamo-electricalunit 103 103a and 103b to operate as a motor; or the power generatedfrom the first dynamo-electrical unit 101 and that from the rechargeabledevice 106 jointly drive the second dynamo-electrical unit 103 103a and103b to operate as a motor under the control of the drive control unit104.

Furthermore, the regenerated power of feedback braking regenerationprovided by the second dynamo-electrical unit 103 103a and 103brecharges the rechargeable device 106 or supply power to otherelectrical power driven load.

The operation between the rotary part of the optionally adapted seconddynamo-electrical unit 103 103a of the first drive system 1001 and theload 120 120a may either directly or through the optional transmissionunit 109 or other transmission device to drive one or multiple load 120120a1 and 120a2; or as required, the rotary part of the seconddynamo-electrical unit 103 is coupled to the input end of thedifferential transmission unit 109 109c for both differential outputends of the differential transmission unit 109 109c to drive theirrespectively adapted loads 120 120a1 and 120a2. Accordingly, the adaptedload 120 120a is driven by the structure and operation of the firstdrive system 1001 as described above.

In addition, the rotational kinetic energy output terminal of the activerotational power source 100 in the first drive system 1001, or theoutput terminal of the transmission unit 129 coupled to the power source100 is coupled to the input terminal of the clutch 132. The outputterminal of the clutch 132 is coupled to the rotary part of the seconddynamo-electrical unit 103 103b serving as the power source for thesecond drive system 1002, or to the output terminal of the optionaltransmission unit 109 109d coupled to the second drive system 1002 asillustrated in FIG. 16; or coupled to the rotary part of the seconddynamo-electrical unit 103 103b serving as the power source for thesecond drive system 1002 as illustrated in FIG. 17, or to the inputterminal of the differential transmission unit 109 109e of multipleloads 120 120b1 and 120b2 optionally adapted to the second drive system1002 for the control of the transmission status of the rotationalkinetic energy between the first drive system 1001 and the second drivesystem 1002.

FIG. 18 shows a block diagram of the seventeenth preferred embodiment ofthe split serial-parallel hybrid dual-power drive system of the presentinvention. The preferred embodiment is comprised of the first drivesystem 1001 and the second drive system 1002. In the first drive system1001, the rotary part applied to output the rotational kinetic energyfrom the active rotational power source 100 is coupled to the optionaltransmission unit 129 and the planet gear 803 of the planetary gear set801; and the rotary part of the first dynamo-electrical unit 101 iscoupled to the sun gear 802 of the planetary gear set 801. Under theregulation of the drive control unit 104, the operation between therotary part and the stationary part of the first dynamo-electrical unit101 could optionally providing the functions as a motor to output therotational kinetic energy, or to operate as a generator to producedamping while generating power output, with the effect of the damping,the rotational kinetic energy from the active rotational power source100 is routed to the external gear 804. Alternatively, with theregulation of the drive control unit 104, the relative motion betweenthe stationary part and the rotary part of the first dynamo-electricalunit 101 is locked by electromagnetic force. As required, theelectromagnetic lockup function may be replaced by the dynamic brake 902with the rotary part of the first dynamo-electrical unit 101 coupled tothe rotary part of the brake 902 and the stationary part of the brake902 is locked to the frame or to the stationary part of the firstdynamo-electrical unit 101. Accordingly, the first dynamo-electricalunit 101 is locked up, which makes the rotational kinetic energy fromthe active rotational power source 100 to be routed through the externalgear 804.

The brake 901 is required for the active rotational power source 100 todrive the first dynamo-electrical unit 101 to operate as a generator.The external gear 804 of the planetary gear set 801 is coupled to theinput terminal of the clutch 112 and coupled to the rotary part of thebrake 901; the stationary part of the brake 901 is locked to the frame;and the other terminal of the clutch 112 may directly drive the load 120120a1 and 120a2 or through the optional transmission unit 109 109c.

The first drive system 1001 may or may not be provided with the seconddynamo-electrical unit 103 103a. If the second dynamo-electrical unit103 103a is provided to the first drive system 1001, the seconddynamo-electrical unit 103 103a may be coupled to the load 120 120a1 and120a2 directly or through the optional transmission unit 109 109c; orcoupled to the input terminal of the differential transmission unit 109109c driven by the clutch 112, the clutch 112 as illustrated in FIG. 17.Wherein, the clutch 112 and the brake 901 may be separately provided orarranged in common structure.

The second drive system 1002 equipped with multiple seconddynamo-electrical units 103 as the power source to respectively coupledto the optional transmission unit 109 or any other transmission deviceto drive respectively adapted loads 120 120b1 and 120b2 to constitutethe second drive system 1002.

Alternatively, by switching the clutch 132 to engage or disengage statusfor regulating the transmission of the rotational kinetic energy betweenthe first drive system 1001 and the second drive system 1002 makes thesystem to perform those functions described in System Functions 1through 80.

The primary operation functions of the preferred embodiments illustratedin FIG. 18 include that when the brake 901 is closed and the clutch 112is disengaged, the external gear 804 is locked to make the activerotational power source 100 to solely drive the sun gear 802 through theplanet gear 803 thus to drive the first dynamo-electrical unit 101 tooperate as a generator for driving the second dynamo-electrical unit 103103a optionally adapted to the first drive system 1001, or for drivingthe second dynamo-electrical unit 103 103b adapted to the second drivesystem 1002, or driving both second dynamo-electrical units 103 103a and103b adapted to the first drive system 1001 and the second drive system1002 to provide the capability of generating the serial hybrid poweroutput and/or recharge the rechargeable device 106.

Alternatively, the power generated from the first dynamo-electrical unit101 and from the rechargeable device 106 jointly drive the seconddynamo-electrical unit 103 103a in the first drive system 1001, or thesecond dynamo-electrical unit 103 103b, 103c in the second drive system1002 or both all of the second dynamo-electrical units 103 103a, 103b,103c simultaneously.

The second dynamo-electrical unit 103 103a in the first drive system1001 and that in the second drive system 1002 drive the load 120 120b1and 120b2 jointly by utilizing the rotational kinetic energy from theactive rotational power source 100 with the power from the rechargeabledevice 106 when the clutch 112 is engaged.

When the clutch 112 is disengaged, the brake 901 is closed, the brake902 is disengaged, and the first dynamo-electrical unit 101 is driven bythe active rotational power source 100 through the planet gear set 801to operate as a generator, under the control of the drive control unit104 the second dynamo-electrical unit 103 103a operates in the serialhybrid power transmission mode by utilizing the power generated from thefirst dynamo-electrical unit 101.

Alternatively, the power from the rechargeable device 106 regulated bythe drive control unit 104 solely drives the second dynamo-electricalunit 103 103a to operate as a motor; or the power generated from thefirst dynamo-electrical unit 101 and that from the rechargeable device106 jointly drive the second dynamo-electrical unit 103 103a to operateas a motor under the control of the drive control unit 104.

Furthermore, the regenerated power of feedback braking regenerationprovided by the second dynamo-electrical unit 103 103a recharges therechargeable device 106 or supply power to other electrical power drivenload.

The operation between the rotary part of the second dynamo-electricalunit 103 103a optionally adapted to the first drive system 1001 and theload 120 120a1, 120a2 may either directly or through the optionaltransmission unit 109 109c or other transmission device drive one ormultiple load 120 120a or 120a1 and 120a2; or as required, the rotarypart of the second dynamo-electrical unit 103 103a is coupled to theinput terminal of the differential transmission unit 109 109c for bothdifferential output terminals of the differential transmission unit 109109c to drive their respectively adapted loads 120 120a1 and 120a2.Accordingly, the adapted load 120 120a is driven by the structure andoperation of the first drive system 1001 as described above.

In addition, the rotational kinetic energy output terminal of the activerotational power source 100 in the first drive system 1001, or theoutput terminal of the transmission unit 129 coupled to the power source100 is coupled to the input terminal of the clutch 132. The outputterminal of the clutch 132 is coupled to the input terminal of thedifferential transmission unit 109 109e optionally provided to thesecond drive system 1002 for the control of the transmission status ofthe rotational kinetic energy between the first drive system 1001 andthe second drive system 1002.

FIG. 19 shows a block diagram of the eighteenth preferred embodiment ofthe split serial-parallel hybrid dual-power drive system of the presentinvention. The construction of the first drive system 1001 and thesecond drive system 1002 for the preferred embodiment illustrated inFIG. 19 is identical with that given in FIG. 16. FIG. 20 shows a blockdiagram of the nineteenth preferred embodiment of the splitserial-parallel hybrid dual-power drive system of the present invention.The construction of the first drive system 1001 and the second drivesystem 1002 for the preferred embodiment illustrated in FIG. 20 isidentical with that given in FIG. 17. However, the input terminal of theclutch 132 respectively illustrated in FIGS. 19 and 20 is coupled to therotary part of the second dynamo-electrical unit 103 103a adapted to thefirst drive system 1001, or to the input terminal or output terminal ofthe transmission unit 109 109a adapted to the second dynamo-electricalunit 103 103a; and the output terminal of the clutch 132 is coupled tothe rotary part of the second dynamo-electrical unit 103 103b serving asthe power source for the second drive system 1002, or to thetransmission unit 109 109e optionally adapted to the rotary part of thesecond dynamo-electrical unit 103 103b, or to the input terminal of thedifferential transmission unit 109 109e. The clutch 132 may beoptionally provided to control the transmission status between the firstdrive system 1001 and the second drive system 1002 while thetransmission unit 109 109b may be optionally provided to the outputterminal of the active rotational power source 100 to drive the planetgear 803 of the planetary gear set 801.

FIG. 21 shows a block diagram of the twentieth preferred embodiment ofthe split serial-parallel hybrid dual-power drive system of the presentinvention. The construction of the first drive system 1001 and thesecond drive system 1002 for the preferred embodiment illustrated inFIG. 21 is identical with that given in FIG. 18. However, the inputterminal of the clutch 132 as illustrated in FIG. 21 is coupled to therotary part of the second dynamo-electrical unit 103 103a adapted to thefirst drive system 1001, or to the input terminal or output terminal ofthe transmission unit 109 109e adapted to the second dynamo-electricalunit 103 103b, 103c while the output terminal of the clutch 132 iscoupled to the input terminal of the differential transmission unit 109109e optionally provided to the second drive system 1002 with bothoutput terminals of the differential transmission unit 109 109erespectively coupled to the rotary parts of multiple seconddynamo-electrical units 103 103b, 103c serving as the power source forthe second drive system 1002. The clutch 132 may be optionally providedto control the transmission status of the rotational kinetic energybetween the first drive system 1001 and the second drive system 1002while transmission unit 109 109b may be optionally provided to theoutput terminal of the active rotational power source 100 to drive theplanet gear 803 of the planetary gear set 801.

The differential function of the planetary gear set adapted to the firstdrive system 1001 as respectively illustrated in FIGS. 16, 17, 18, 19,20, and 21 may be replaced by the rotational gear set 1030 working onthe same principles but provided in different structure.

FIG. 22 shows the twenty-first preferred embodiment of the presentinvention with the differential gear set to replace the separation typeof the planet gear set as illustrated in FIG. 16. FIG. 23 shows thetwenty-second preferred embodiment of the present invention with thedifferential gear set to replace the separation type of the planet gearset as illustrated in FIG. 17. In both preferred embodimentsrespectively illustrated in FIGS. 22 and 23, the rotational gear set1030 substitutes the planetary gear set 801. Among the three input andoutput terminals of the rotational gear set 1030, the first input andoutput terminal 501 is coupled to the first input and output gear set511 and to the input and output terminal of the rotational kineticenergy from the active rotational power source 100, or to the optionallyprovided transmission unit 129 while the transmission unit 129 is drivenby the active rotational power source 100. The second input and outputterminal 502 is coupled to the first dynamo-electrical unit 101, thebrake 902 and the second input and output gear set 512. Both of thefirst and the second input and output gear sets 511, 512 are coupled tothe differential gear set 5130 for a rotary arm 5131 to draw thedifferential output gear set 5132 and the third input and output gearset 513 for the third input and output gear set 513 to drive the thirdinput and output terminal 503 and the rotary part of the brake 901 andthe clutch 112 coupled to the third input and output terminal 503. Asillustrated in FIG. 22, the other terminal of the clutch 112 mightdrives the load 120 120a directly or through the optionally providedtransmission unit 109 109b. Or as illustrated in FIG. 23, the otherterminal of the clutch 112 is coupled to the input terminal of thedifferential transmission unit 109 109b for both differential outputterminals of the differential transmission unit 109 109b to drive theirrespectively adapted loads 120 120a1 and 120a2 to constitute the firstdrive system 1001.

The first drive system 1001 may be optionally provided with a seconddynamo-electrical unit 103 103a. If the second dynamo-electrical unit103 103a is deployed, that illustrated in FIG. 22 may be coupled to theload 120 120a directly or through the optionally provided transmissionunit 109 109b; and that illustrated in FIG. 23 may be coupled to theinput terminal of the differential transmission unit 109 109b driven bythe clutch 112.

The second drive system 1002 with the second dynamo-electrical unit 103103b as the power source for the second drive system 1002 is coupled tothe optionally provided transmission unit 109 109f or any othertransmission device to drive one or multiple load 120 120b1, 120b2; oralternatively, the rotary part of the second dynamo-electrical unit 103103b is coupled to the input terminal of the differential transmissionunit 109 109f for both differential output terminals of the differentialtransmission unit 109 109f to drive their respectively adapted loads 120120b1, 120b2 to constitute the second drive system 1002.

Alternatively, the transmission status of the rotational kinetic energybetween the first drive system 1001 and the second drive system 1002 iscontrolled by engaging or disengaging the clutch 132 to provide thosefunctions described in System Functions 1 through 80.

The primary operating functions of both preferred embodimentsillustrated in FIGS. 22 and 23 include that while the clutch 112 isdisengaged, the brake 901 is closed and the brake 902 is disengaged, theactive rotational power source 100 drives the first dynamo-electricalunit 101 through the rotational gear set 1030 to operate as a generator,through the control of the drive control unit 104, the power generatedby the first dynamo-electrical unit 101 is applied to drive the seconddynamo-electrical unit 103 in the first drive system 1001, or that inthe second drive system 1002, or both at the same time to operate as amotor for driving the load to provide the functions of a serial hybridpower transmission.

If the rechargeable device 106 is provided, under the control of thedrive control unit 104, the second dynamo-electrical unit 103 103a, 103boperating as a motor to drive the load 120 120a1, 120a2, 120b1 and 120b2by receiving the power from the first dynamo-electrical unit 101 and therechargeable device 106.

Alternatively, under the control of the drive control unit 104, thesecond dynamo-electrical unit 103 103a, 103b operates as a motor todrive the load 120 120a1, 120a2, 120b1, 120b2 by receiving the powerfrom the rechargeable device 106.

While the brake 901 is disengaged, the brake 902 is engaged and theclutch 112 is also engaged, under the control of the drive control unit104, the second dynamo-electrical unit 103 103a operating as a motor todrive the load 120 120a1, 120a2 jointly with the rotational kineticenergy from the active rotational power source 100 by receiving thepower from the rechargeable device 106.

When the brake 901 is disengaged, the brake 902 is closed up, and theclutch 112 is also closed up, the rotational kinetic energy from theactive rotational power source 100 drives the load 120.

The second dynamo-electrical unit 103 103a performs power regenerationby recycling the kinetics to recharge the rechargeable device 106 orsupply power to any other electrical power driven load 130.

In addition, as required, the rotational kinetic energy output terminalof the active rotational power source 100 in the first drive system1001, or the output terminal of the transmission unit 129 coupled to theactive rotational power source 100 is coupled to the input terminal ofthe clutch 132 while the output terminal of the clutch 132 is coupled tothe rotary part of the second dynamo-electrical unit 103 103b as thepower source of the second drive system 1002, or to the output terminalof the optionally provided transmission unit 109 109e as illustrated inFIG. 22, or coupled to the rotary part of the second dynamo-electricalunit 103 103b of the power source of the second drive system 1002, or tothe input terminal of the differential transmission unit 109 109f ofmultiple loads 120 120b1, 120b2 optionally provided to the second drivesystem 1002 as illustrated in FIG. 23 for the control of thetransmission status of the rotational kinetic energy between the firstdrive system 1001 and the second drive system 1002.

FIG. 24 shows the twenty-third preferred embodiment of the presentinvention with the differential gear set to replace the separation typeof the planetary gear set as illustrated in FIG. 18. Wherein, therotational gear set 1030 substitutes the planet gear set 801. Among thethree input and output terminals of the rotational gear set 1030, thefirst input and output terminal 501 is coupled to the first input andoutput gear set 511, and to the input and output terminal of therotational kinetic energy from the active rotational power source 100,or to the optionally provided transmission unit 129 while thetransmission unit 129 is driven by the active rotational power source100. The second input and output terminal 502 is coupled to the firstdynamo-electrical unit 101, the brake 902 and the second input andoutput gear set 512. Both of the first and the second input and outputgear sets 511, 512 are coupled to the differential gear set 5130 for arotary arm 5131 to draw the differential output gear set 5132 and thethird input and output gear set 513 for the third input and output gearset 513 to drive the third input and output terminal 503 and the rotarypart of the brake 901 and the clutch 112 coupled to the third input andoutput terminal 503. The other terminal of the clutch 112 is coupled tothe input terminal of the differential transmission unit 109 109b withboth differential output terminals of the differential transmission unit109 109b to drive their respectively adapted loads 120 120a1, 120a2 toconstitute the first drive system 1001. The first drive system 1001 maybe optionally provided with a second dynamo-electrical unit 103 103a. Ifthe second dynamo-electrical unit 103 103a is deployed, it may becoupled to the clutch 112 or to the input of the differentialtransmission unit 109 109b driven by the clutch 112.

Each of the multiple second dynamo-electrical units 103 103b, 103cserving as the power source for the second drive system 1002 is coupledto the optionally provided transmission unit 109 109e or any othertransmission device to drive one or multiple load 120 120b1, 120b2 toconstitute the second drive system 1002.

Alternatively, the transmission status of the rotational kinetic energybetween the first drive system 1001 and the second drive system 1002 iscontrolled by engage or disengage the clutch 132 to provide thosefunctions described in System Functions 1 through 80.

The primary operation functions of both preferred embodimentsillustrated in FIG. 24 include that when the clutch 112 is disengaged,the brake 901 is closed and the brake 902 is disengaged, the activerotational power source 100 drives through the rotational gear set 1030the first dynamo-electrical unit 101 to operate as a generator; andeither or both of the second dynamo-electrical unit 103 103a in thefirst drive system 1001 and that in the second drive system 1002receives the power generated from the first dynamo-electrical unit 101to operate as a motor as controlled by the drive control unit 104 todrive the load and provide those functions of the series combine power.

If the rechargeable device 106 is provided, the second dynamo-electricalunit 103 103a, 103b, 103c by accepting the power from the firstdynamo-electrical unit 101 and the rechargeable device 106 operates as amotor to drive the load 120 120a, 120b through the control by the drivecontrol unit 104; or the second dynamo-electrical unit 103 103a, 103b,103c by receiving the power from the rechargeable device 106 operates asa motor to drive the load 120 120a, 120b through the control by thedrive control unit 104.

When the brake 901 is disengaged, the brake 902 is closed up and theclutch 112 is also closed up, the second dynamo-electrical unit 103 103aby accepting the power from the rechargeable device 106 operates as amotor to jointly drive the load 120 120a1, 120a2 through the control bythe drive control unit 104 and the rotational kinetic energy from theactive rotational power source 100.

When the brake 901 is disengaged, the brake 902 is closed up, and theclutch 112 is also closed up, the rotational kinetic energy from theactive rotational power source 100 drives the load 120 120a1, 120a2.

The second dynamo-electrical unit 103 103a executes power regenerationby reclaiming the kinetics to recharge the rechargeable device 106 orsupply power to any other electrical power driven load 130.

In addition, as required, the rotational kinetic energy output terminalof the active rotational power source 100 in the first drive system1001, or the output terminal of the transmission unit 129 coupled to thefirst drive system 1001 is coupled to the input terminal of the clutch132 while the output terminal of the clutch 132 is coupled to the inputof the differential transmission unit 109 109e of multiple loads 120120b1, 120b2 optionally provided to the second drive system 1002 for thecontrol of the transmission status of the rotational kinetic energybetween the first drive system 1001 and the second drive system 1002.

FIG. 25 shows a block diagram of the twenty-fourth preferred embodimentof the present invention. Wherein, the differential gear substitutes theseparation type of the preferred embodiment of the planetary gear set asillustrated in FIG. 19. For the preferred embodiment illustrated in FIG.25, the construction of the first drive system 1001 and the second drivesystem 1002 is identical with illustrated in FIG. 22. FIG. 26 shows ablock diagram of the twenty-fifth preferred embodiment of the presentinvention. Wherein, the differential gear substitutes the separationtype of the preferred embodiment of the planetary gear set asillustrated in FIG. 20. For the preferred embodiment illustrated in FIG.25, the construction of the first drive system 1001 and the second drivesystem 1002 is identical with that as illustrated in FIG. 23. However,the input terminal of the clutch 132 as respectively illustrated inFIGS. 25 and 26 is coupled to the rotary part of the seconddynamo-electrical unit 103 103a adapted to the first drive system 1011001, or to the input terminal or output terminal of the transmissionunit 109 109e adapted to the second dynamo-electrical unit 103 103bwhile the output terminal of the clutch 132 is coupled to the rotarypart of the second dynamo-electrical unit 103 103b serving as the powersource for the second drive system 1002, or to the transmission unit 109109e optionally adapted to the rotary part of the seconddynamo-electrical unit 103 103b, or to the input terminal of thedifferential transmission unit 109 109e. The clutch 132 may beoptionally provided to control the transmission status of the rotationalkinetic energy between the first drive system 1001 and the second drivesystem 1002 while the output terminal of the active rotational powersource 100 may be optionally provided with a transmission unit 109 tofurther drive the planet gear 803 of the planetary gear set 801.

FIG. 27 shows a block diagram of the twenty-sixth preferred embodimentof the present invention. Wherein, the differential gear substitutes theseparation type of the preferred embodiment of the planetary gear set asillustrated in FIG. 21. For the preferred embodiment illustrated in FIG.27, the construction of the first drive system 1001 and the second drivesystem 1002 is identical with that as illustrated in FIG. 24. However,the input terminal of the clutch 132 illustrated in FIG. 27 is coupledto the rotary part of the second dynamo-electrical unit 103 103a adaptedto the first drive system 1001, or to the input terminal or outputterminal of the transmission unit 109 109b adapted to the seconddynamo-electrical unit 103 103a while the output terminal of the clutch132 is coupled to the input terminal of the transmission unit 109 109doptionally adapted to second drive system 1002 with both outputterminals of the differential transmission unit 109 109e respectivelycoupled to the rotary parts of multiple second dynamo-electrical units103 103b, 103c serving as the power source for the second drive system1002. The clutch 132 may be optionally provided to control thetransmission status of the rotational kinetic energy between the firstdrive system 1001 and the second drive system 1002 while the outputterminal of the active rotational power source 100 may be optionallyprovided with a transmission unit 109 109a to further drive the planetgear 803 of the planetary gear set 801.

The differential function provided by the planetary gear set adapted tothe first drive unit 1001 respectively illustrated in FIGS. 16, 17, 18,19, 20 and 21 is replaced with a dual motion dynamo-electrical unitproviding the similar functions but different structure.

FIG. 28 shows a block diagram of the twenty-seventh preferred embodimentof the present invention, wherein, the dual motion dynamo-electricalunit substitutes the split installed planetary gear set illustrated inFIG. 16; and FIG. 29 shows a block diagram of the twenty-eighthpreferred embodiment of the present invention, wherein, the dual motiondynamo-electrical unit substitute the split installed planetary gear setillustrated in FIG. 16. In both preferred embodiments given in FIGS. 28and 29, the rotary part to output the rotational kinetic energy of theactive rotational power source 100 is coupled to the transmission unit129, the clutch 102 and the transmission unit 109 109a optionallyprovided to drive the rotary part of the first dynamo-electrical unit101. In the first drive system 1001, the dual motion dynamo-electricalunit 1040 could be implemented in the form of AC or DC, brush orbrushless, synchronous or asynchronous. The dual motiondynamo-electrical unit 1040 made in a cylinder, disk or cone structureis comprised of the first rotary part 1041 and the second rotary part1042 with the controllable clutch 122 arranged between the first and thesecond rotary parts 1041, 1042. The first rotary part 1041 is coupled tothe rotary part of the brake 901, and through the clutch 112 to couplewith the rotary part of the first dynamo-electrical unit 101. Thestationary part of the brake 901 is locked to the frame. The secondrotary part 1042 of the dual motion dynamo-electrical unit 1040 asillustrated in FIG. 28 drives the load 120 120a directly or through theoptionally provided transmission unit 109 109b, or as illustrated inFIG. 29, coupled to the input terminal of the differential transmissionunit 109 109b with both differential output terminals of thedifferential transmission unit 109 109b to drive their respectivelyadapted loads 120 120a1, 120a2 to constitute the first drive system1001.

As required, the second dynamo-electrical unit 103 103a may be or maynot be provided to the first drive system 1001. While the seconddynamo-electrical unit 103 103a is provided, its rotary part asillustrated in FIG. 28 is coupled to the load 120 120a directly orthrough the optionally provided transmission unit 109 109b, or to thedifferential transmission unit 109 109b driven by the second rotary part1042 as illustrated in FIG. 29.

The second drive system 1002 deploy the second dynamo-electrical unit103 103b as the power source to drive one or multiple load 120 120b or120b1, 120b2 through the optionally provided transmission unit 109 109for any other transmission device; or the rotary part of the seconddynamo-electrical unit 103 103b is coupled to the input terminal of thedifferential transmission unit 109 109f with both differential outputterminals of the differential transmission unit 109 109f to drive theirrespectively adapted loads 120 120b1, 120b2 to constitute the seconddrive system 1002. Alternatively, by switching the clutch 132 betweenengaging or disengaging status to regulate the rotational kinetic energybetween the first drive system 1001 and the second drive system 1002 toprovide those functions described in System Functions 1 through 80.

The primary functions of both preferred embodiments given in FIGS. 28and 29 include that while the clutch 112 is disengaged and the brake 901is closed, the active rotational power source 100 drives the firstdynamo-electrical unit 101 to operate as a generator; and either or bothof the second dynamo-electrical unit 103 103a in the first drive system1001 and that in the second drive system 1002 receives the powergenerated from the first dynamo-electrical unit 101 to operate as amotor controlled by the drive control unit 104 to drive the load andprovide the functions of serial hybrid power transmission.

If the rechargeable device 106 is provided, under the control of thedrive control unit 104, the second dynamo-electrical unit 103 103a, 103breceive the power from the first dynamo-electrical unit 101 and therechargeable device 106 to operate as a motor to drive the load 120120a, 120b; or the second dynamo-electrical unit 103 103a, 103b with thepower from the rechargeable device 106 to operate as a motor to drivethe load.

When both clutches 102, 112 are engaged, and both of the clutch 122 andthe brake 901 are disengaged, under the control of the drive controlunit 104 the second dynamo-electrical unit 103 103a receive the powerfrom the rechargeable device 106 to operate as a motor to jointly drivethe load 120 120a1, 120a2 with the rotational kinetic energy from theactive rotational power source 100.

The second dynamo-electrical unit 103 103a performs power regenerationby recycling the feedback brake kinetics to recharge the rechargeabledevice 106 or supply power to any other electrical power driven load130.

Alternatively, while all the clutches 102, 112, 122 are closed up andthe brake 901 is disengaged, the load 120 120a1, 120a2 is driven by therotational kinetic energy from the active rotational power source 100.

In addition, as required, the rotational kinetic energy output terminalof the active rotational power source 100 in the first drive system1001, or the output terminal of the transmission unit 129 coupled to thefirst drive system 1001 is coupled to the input terminal of the clutch132 while the output terminal of the clutch 132 is coupled to rotarypart of the second dynamo-electrical unit 103 103b serving as the powersource for the second drive system 1002, or to the output terminal ofthe transmission unit 109 109e optionally provided as illustrated inFIG. 28; or coupled to the rotary part of the second dynamo-electricalunit 103 103b serving as the power source for the second drive system1002, or to the input terminal of the differential transmission units109 109f of multiple loads 120 120b1, 120b2 coupled to the second drivesystem 1002 optionally provided as illustrated in FIG. 29 for thecontrol of the transmission status of the rotational kinetic energybetween the first drive system 1001 and the second drive system 1002.

FIG. 30 shows the block diagram of the twenty-ninth preferred embodimentof the present invention. Wherein, the dual motion dynamo-electricalunit substitutes the split planetary gear set illustrated in FIG. 18. Inthe preferred embodiment the rotary part applied to output therotational kinetic energy of the active rotational power source 100 iscoupled to the transmission unit 129, the clutch 102 and thetransmission unit 109 109a optionally provided to drive the rotary partof the first dynamo-electrical unit 101. In the first drive system 1001,a dual motion dynamo-electrical unit 1040 made in the form of AC or DC,brush or brushless, synchronous or asynchronous is provided. The dualmotion dynamo-electrical unit 1040 made in a cylinder, disk or coneshape is comprised of the first rotary part 1041 and the second rotarypart 1042 with the controllable clutch 122 installed between the firstand the second rotary parts 1041, 1042. The first rotary part 1041 iscoupled to the rotary part of the brake 901, and further to the rotarypart of the first dynamo-electrical unit 101 through the clutch 112. Thestationary part of the brake 901 is locked to the frame. The secondrotary part 1042 of the dual motion dynamo-electrical unit 1040 iscoupled to the input terminal of the differential transmission unit 109109b with both differential outputs of the differential transmissionunit 109 109b to drive their respectively adapted loads 120 120a1, 120a2to constitute the first drive system 1001.

As required, the second dynamo-electrical unit 103 103a may be or maynot be provided to the first drive system 1001. When the seconddynamo-electrical unit 103 103a is provided, it is coupled to the secondrotary part 1042 or to the input terminal of the differentialtransmission unit 109 109b driven by the second rotary part 1042.

The second drive system 1002 deployed multiple second dynamo-electricalunits 103 103b, 103c as the power source drives separately coupled tothe optionally transmission unit 109 109e or any other transmissiondevice to drive their respectively adapted loads 120 120b1, 120b2 toconstitute the second drive system 1002. Alternatively, by switching theclutch 132 to be disengaged or engaged to regulate the transmissionstatus of the rotational kinetic energy between the first drive system1001 and the second drive system 1002 to provide those functionsdescribed in System Functions 1 through 80.

The primary functions of the preferred embodiment given in FIGS. 30 and29 include that when the clutch 112 is disengaged, and the brake 901 isclosed, the active rotational power source 100 drives the firstdynamo-electrical unit 101 to operate as a generator; under theregulation of the drive control unit 104, either or both of the seconddynamo-electrical unit 103 103a in the first drive system 1001 and thatin the second drive system 1002 receive power generated from the firstdynamo-electrical unit 101 to operate as a motor to drive the load andprovide the function of the serial hybrid power transmission.

If the rechargeable device 106 is provided, under the control of thedrive control unit 104, the second dynamo-electrical unit 103 103a,103b, 103c receive the power from the first dynamo-electrical unit 101and the rechargeable device 106 operates as a motor to drive the load120 120a1, 120a2.

When both clutches 102, 112 are engaged, and both of the clutch 122 andthe brake 901 are disengaged, under the control of the drive controlunit 104 the second dynamo-electrical unit 103 103a receive the powerfrom the rechargeable device 106 operates as a motor for driving theload 120 120a1, 120a2; or the second dynamo-electrical unit 103 103areceive the power from the rechargeable device 106 to operate as a motorto jointly drive the load 120 120a1, 120a2 with the rotational kineticenergy from the active rotational power source 100.

The second dynamo-electrical unit 103 103a performs power regenerationby recycling the feedback brake kinetics to recharge the rechargeabledevice 106 or supply power to any other electrical power driven load130.

Alternatively, when all the clutches 102, 112, 122 are engaged and thebrake 901 is disengaged, the load 120 120a1, 120a2 is driven by therotational kinetic energy from the active rotational power source 100.

In addition, as required, the rotational kinetic energy output terminalof the active rotational power source 100 in the first drive system1001, or the output terminal of the transmission unit 129 coupled to thefirst drive system 1001 is coupled to the input terminal of the clutch132 while the output terminal of the clutch 132 is coupled to the inputterminal of the differential transmission unit 109 of multiple seconddynamo-electrical unit 103 103b coupled to the optionally providedsecond drive system 1002 for the control of the transmission status ofthe rotational kinetic energy between the first drive system 1001 andthe second drive system 1002.

FIG. 31 shows the block diagram of the thirtieth preferred embodiment ofthe present invention. Wherein, the dual motion dynamo-electrical unitsubstitutes the split planetary gear set illustrated in FIG. 19. Theconstruction of the first drive system 1001 and the second drive system1002 of the preferred embodiment illustrated in FIG. 31 is identicalwith that illustrated in FIG. 28. FIG. 32 shows the block diagram of thethirty-first preferred embodiment of the present invention. Wherein, thedual motion dynamo-electrical unit substitutes the split planetary gearset illustrated in FIG. 20. The construction of the first drive system1001 and the second drive system 1002 of the preferred embodimentillustrated in FIG. 32 is identical with that illustrated in FIG. 29.The transmission unit 109 109a may be also optionally provided to theoutput terminal of the active rotational power source 100 in the systemrespectively illustrated in FIGS. 31 and 32 so to further drive theplanet gear 803 of the planetary gear set 801. The clutch 132 isoptionally provided for the control of the transmission status of therotational kinetic energy between the first drive system 1001 and thesecond drive system 1002. The difference respectively between bothpreferred embodiment given in FIGS. 31 and 32 and those in FIGS. 28 and29 rests in that the input terminal of the clutch 132 respectively ofthe thirtieth and the thirty-first preferred embodiments is coupled tothe rotary part of the second dynamo-electrical unit 103 103a optionallyadapted to the first drive system 1001, or to the input terminal oroutput terminal of the transmission unit 109 109c adapted to the seconddynamo-electrical unit 103 103a while the output terminal of the clutch132 is coupled to the rotary part of the second dynamo-electrical unit103 103b serving as the power source for the second drive system 1002,or to the transmission unit 109 109e optionally provided to the rotarypart of the second dynamo-electrical unit 103 103b in the second drivesystem, or to the input terminal of the differential transmission unit109 109f.

FIG. 33 shows the block diagram of the thirty-second preferredembodiment of the present invention. Wherein the dual motiondynamo-electrical unit substitutes the split planet gear set illustratedin FIG. 21. The construction of the first drive system 1001 and thesecond drive system 1002 of the preferred embodiment illustrated in FIG.33 is identical with that illustrated in FIG. 30. The transmission unit109 109a may be also optionally provided to the output terminal of theactive rotational power source 100 in the system illustrated in FIG. 33so to further drive the planet gear 803 of the planetary gear set 801.The clutch 132 is optionally provided for the control of thetransmission status of the rotational kinetic energy between the firstdrive system 1001 and the second drive system 1002. The differencerespectively between both preferred embodiment given in FIGS. 31 and 32and those in FIGS. 28 and 29 rests in that the input terminal of theclutch 132 respectively of the thirtieth and the thirty-first preferredembodiments is coupled to the rotary part of the seconddynamo-electrical unit 103 103a optionally adapted to the first drivesystem 1001, or to the input terminal or output terminal of thetransmission unit 109 109c adapted to the second dynamo-electrical unit103 103a while the output terminal of the clutch 132 is coupled to theinput terminal of the differential transmission unit 109 109e optionallyprovided to the second drive system 1002 with both output terminals ofthe differential transmission unit 109 109e to be respectively coupledto the rotary parts of multiple second dynamo-electrical units 103 103b,c serving as the power source for the second drive system 1002.

The output terminal of the active rotational power source 100 in thesplit serial-parallel hybrid dual-power drive system is firstly coupledto the clutch 1020. The clutch 1020 is operating by manual, mechanicalforce, eccentric force, air pressure, or hydraulic flow force, orelectro-magneto controlled clutch, or single way clutch, or coupler withtorque control capability, or any other transmission device thattransmits or interrupt the mechanical rotational kinetic energytransfer. The clutch 1020 is coupled to the transmission unit 109 109bserving as the pilot drive unit 1000 and coupled to the transmissiondevice 129 and the load 120 120a to control the load 120 120a driven bythe pilot drive unit 1000 which generates the rotational kinetic energy.The power generated by the first dynamo-electrical unit 101 driven bythe active rotational power source 100 drives the seconddynamo-electrical unit 103 in the second drive system 1002 directly orunder the regulation of the drive control unit 104 to provide thecapability of serial hybrid power transmission, or to operate theprimary functions of the parallel hybrid power transmission and otheroperations described in System Functions 1 through 80 under theregulation of a control system.

FIG. 34 is the first block diagram showing that a pilot drive unit isprovided to the output terminal of the active rotational power source ofthe present invention; and FIG. 35 is a second block diagram showingthat a pilot drive unit is provided to the output terminal of the activerotational power source of the present invention. Each of both preferredembodiments illustrated in FIGS. 34 and 35 essentially includes thepilot drive unit 1000 comprised of the output terminal of the activerotational power source 100 that is firstly coupled to the transmissionunit 129, the auxiliary clutch 1020, and a transmission unit 109 109c ofthe prior art optionally provided to drive the load 120 120a1, a2. Theclutch 1020 is provided to control the transmission status of therotational kinetic energy between the active rotational power source 100and the load 120 120a1, 120a2 to the pilot drive unit 1000.

If the active rotational power source 100 is implemented in multi-shaftoutput, the pilot drive unit 1000 may be optionally provided to anyother output terminal of the active rotational power source 100. Theclutch 102 and the transmission unit 109 109c are optionally provided tothe same output terminal or different output terminals of the activerotational power source 100 to drive the first dynamo-electrical unit101 to constitute the first drive system 1001 with the pilot drive unit1000.

The second drive system 1002 with the second dynamo-electrical unit 103as the power source is coupled to the transmission unit 109 109f of theprior art optionally provided for driving one or multiple loads 120120b1, 120b2 adapted to the transmission unit 109 109f to constitute thesecond drive system 1002.

The input terminal of the clutch 1020 in the pilot drive unit 1000 iscoupled to the output terminal of the transmission unit 129 driven bythe active rotational power source 100, or to another output terminal ofthe active rotational power source 100. As required, the transmissionunit 109 109c coupled between the clutch 1020 and the load 120 120a1,120a2 may be comprised of the transmission unit 109 109c which providesthe capability of controllable multistage transmission, continuouslyvariable transmission, reversing or idling function as illustrated inFIG. 34 to drive the load 120 120a1, 120a2, or may be comprised of thetransmission unit 109 109c which provides with the capability ofcontrollable multistage transmission, continuously variabletransmission, reversing or idling function and multiple shafts fordifferential output as illustrated in FIG. 35 to drive the loads 120120a1, 120a2 respectively adapted to each differential output terminalfor differential operation.

The second drive system 1002 with the second dynamo-electrical unit 103as the power source is coupled to the transmission unit 109 109f of theprior art optionally provided for driving one or multiple loads 120120b1, 120b2 adapted to the transmission unit 109 109f to constitute thesecond drive system 1002.

In the second drive system 1002, the transmission unit 109 109e drivenby the second dynamo-electrical unit 103 may be provided with thecapability of controllable multistage transmission, continuouslyvariable transmission, reversing or idling function as illustrated inFIG. 34 to drive the load 120 120b1, 120b2, or in the form of thetransmission unit 109 109e that is provided with the capability ofcontrollable multistage transmission, continuously variabletransmission, reversing or idling function and multiple shafts for theoperation of differential output as illustrated in FIG. 35 to drive theloads 120 120b1, 120b2 respectively adapted to each differential outputterminal for differential transmission.

As required, the clutch 102 coupled to the output terminal of the activerotational power source 100 through the transmission unit 129, theoptionally provided transmission unit 109 109d and the firstdynamo-electrical unit 101 may be coupled with the first drive system1001, or coupled with the second drive system 1002 or provide standaloneoperation.

In the system respectively illustrated in FIGS. 34 and 35, while drivingthe pilot drive unit 1000, the operation of the active rotational powersource 100 may further include driving the first dynamo-electrical unit101 by the active rotational power source 100 to operate as a generatorwith the power generated to drive the second dynamo-electrical unit 103in the second drive system 1002 to produce the rotational kinetic energyto drive the load 120 120b1, 120b2 for the system to provide the serialhybrid power transmission.

When the rechargeable device 106 is provided to the system, the activerotational power source 100 drives the first dynamo-electrical unit 101to operate as a generator with the power generated to recharge therechargeable device 106 or supply power to any other electrical powerdriven load 130 (including any externally connected unspecified load),and drive the second dynamo-electrical unit 103 in the second drivesystem 1002 to drive the load 120 120b1, 120b2.

When the system is provided with the rechargeable device 106, the activerotational power source 100 drives the first dynamo-electrical unit 101to operate as a generator to recharge the rechargeable device 106 or tosupply power to other electrical power driven load 130 (including anyexternally connected unspecified load).

The first dynamo-electrical unit 101 operates as a generator with thepower from the rechargeable device 106 to jointly drive the seconddynamo-electrical unit 103 to produce the rotational kinetic energy todrive the load 120 120b1, 120b2 or supply power to any other electricalpower driven load 130 (including any externally connected unspecifiedload).

The power from the rechargeable device 106 drives the seconddynamo-electrical unit 103 in the second drive system 1002 to generatethe rotational kinetic energy for driving the load.

The power from the rechargeable device 106 drives the seconddynamo-electrical unit 103 in the second drive system 1002 to generatethe rotational kinetic energy for jointly driving the load with thepower from the active rotational power source 100.

The recycled power from feedback braking regeneration by the firstdynamo-electrical unit 101 or the second dynamo-electrical unit 103recharges the rechargeable device 106 or supply power to any otherelectrical power driven load 130 (including any externally connectedunspecified load).

FIG. 36 is the third block diagram showing that a pilot drive unit isprovided to the output terminal of the active rotational power source ofthe present invention. The preferred embodiment illustrated in FIG. 36includes the pilot drive unit 1000 comprised of the output terminal ofthe active rotational power source 100 that is coupled first to thetransmission unit 129, the auxiliary clutch 1020, and a transmissionunit 109 109c of the prior art optionally provided to drive the load 120120a. The clutch 1020 is provided to control the transmission status ofthe rotational kinetic energy between the active rotational power source100 and the load 120 120a to the pilot drive unit 1000.

If the active rotational power source 100 is implemented with amulti-shaft output, the pilot drive unit 1000 may be optionally providedto any other output terminal of the active rotational power source 100.The clutch 102 and the transmission unit 109 109b are optionallyprovided to the same output terminal or different output terminals ofthe active rotational power source 100 to drive the firstdynamo-electrical unit 101 to constitute the first drive system 1001with the pilot drive unit 1000.

The input terminal of the clutch 1020 in the pilot drive unit 1000 iscoupled to the output terminal of the transmission unit 129 driven bythe active rotational power source 100, or to another output terminal ofthe active rotational power source 100. The input terminal of the clutch1020 is coupled to the output terminal of the transmission unit 129driven by the active rotational power source 100 or to the other outputterminal of the active rotational power source 100. As required, thetransmission unit 109 109c coupled between the clutch 1020 and the load120 120a1, 120a2 may be comprised of the transmission unit 109 109cwhich provides the capability of controllable multistage transmission,continuously variable transmission, reversing or idling function or maybe comprised of the transmission unit 109 109c which provides thecapability of controllable multistage transmission, continuouslyvariable transmission, reversing or idling function and multiple shaftsfor the operation of differential output to drive the loads 120 120a1,120a2 respectively adapted to each differential output terminal fordifferential operation.

The second drive system 1002 with the second dynamo-electrical unit 103103b, 103c as the power source is coupled to the transmission unit 109109e1, 109e2 of the prior art optionally provided for driving one ormultiple loads 120 120b1, 120b2 adapted to the transmission unit 109109e1, 109e2 to constitute the second drive system 1002.

In the second drive system 1002, the transmission unit 109 driven by thesecond dynamo-electrical unit 103 may be provided with the capability ofcontrollable multistage transmission, continuously variabletransmission, reversing or idling function as illustrated in FIG. 34 todrive the load 120 120b, or in the form of the transmission unit 109109e that is provided with the capability of controllable multistagetransmission, continuously variable transmission, reversing or idlingfunction and multiple shafts for the operation of differential output todrive the loads 120 120b1, 120b2 respectively adapted to eachdifferential output terminal for differential operation.

As required, the clutch 102 coupled to the output terminal of the activerotational power source 100 through the transmission unit 129, theoptionally provided transmission unit 109 109b and the firstdynamo-electrical unit 101 may be coupled with the first drive system1001, or coupled with the second drive system 1002 or provide standaloneoperation.

In the system illustrated in FIG. 36, while driving the pilot drive unit1000, the operation of the active rotational power source 100 mayfurther drive the first dynamo-electrical unit 101 by the activerotational power source 100 to operate as a generator with the powergenerated to drive multiple second dynamo-electrical units 103 103b,103c in the second drive system 1002 to produce the rotational kineticenergy to drive the load 120 120b1, 120b2 for the system to provide theserial hybrid power transmission.

When the rechargeable device 106 is provided to the system, the activerotational power source 100 drives the first dynamo-electrical unit 101to operate as a generator with the power generated to recharge therechargeable device 106 or supply power to any other electrical powerdriven load 130 (including any externally connected unspecified load),and drive multiple second dynamo-electrical units 103 103b, 103c in thesecond drive system 1002 to drive the load 120 120b1, 120b2.

When the system is provided with the rechargeable device 106, the activerotational power source 100 drives the first dynamo-electrical unit 101to operate as a generator with the power generated to recharge therechargeable device 106 or to supply power to other electrical powerdriven load 130 (including any externally connected unspecified load).

When the first dynamo-electrical unit 101 operates as a generator, thepower generated and that from the rechargeable device 106 jointly drivethe second dynamo-electrical unit 103 103a to produce the rotationalkinetic energy to drive the load 120 120a1, 120a2 or supply power to anyother electrical power driven load 130 (including any externallyconnected unspecified load).

The power from the rechargeable device 106 drives alone the seconddynamo-electrical unit 103 103b, 103c in the second drive system 1002 toproduce the rotational kinetic energy for driving the load; or therotational kinetic energy produced by the second dynamo-electrical unit103 103b, 103c in the second drive system 1002 as driven by the powerfrom the rechargeable device 106 and that from the active rotationalpower source 100 jointly drive the load.

The recycled power from feedback braking regeneration by the firstdynamo-electrical unit 101 or the second dynamo-electrical unit 103 103arecharges the rechargeable device 106 or supply power to any otherelectrical power driven load 130 (including any externally connectedunspecified load).

FIG. 37 is the fourth block diagram showing that a pilot drive unit isprovided to the output terminal of the active rotational power source ofthe present invention. FIG. 38 is the fifth block diagram showing that apilot drive unit is provided to the output terminal of the activerotational power source of the present invention. In both preferredembodiments illustrated in FIGS. 37 and 38, the clutch 132 is installedbetween the rotary part of the first dynamo-electrical unit 101 and therotary part of the second drive system 1002. The system essentiallyincludes the pilot drive unit 1000 comprised of the output terminal ofthe active rotational power source 100 that is coupled first to thetransmission unit 129, the auxiliary clutch 1020, and a transmissionunit 109 109d of the prior art optionally provided to drive the load 120120a. The clutch 1020 is provided to control the transmission status ofthe rotational kinetic energy between the active rotational power source100 and the load 120 120a to the pilot drive unit 1000.

If the active rotational power source 100 is implemented with amulti-shaft output, the pilot drive unit 1000 may be optionally providedto any other output terminal of the active rotational power source 100.The clutch 102 and the transmission unit 109 109b are optionallyprovided to the same output terminal or different output terminals ofthe active rotational power source 100 to drive the firstdynamo-electrical unit 101 to constitute the first drive system 1001with the pilot drive unit 1000.

The input terminal of the clutch 1020 in the pilot drive unit 1000 iscoupled to the output terminal of the transmission unit 129 driven bythe active rotational power source 100, or to another output terminal ofthe active rotational power source 100. As required, the transmissionunit 109 109d coupled between the clutch 1020 and the load 120 120a1,120a2 may be comprised of the transmission unit 109 109d which providesthe capability of controllable multistage transmission, continuouslyvariable transmission, reversing or idling function as illustrated inFIG. 37 to drive the load 120 120a1, 120a2, or may be comprised of thetransmission unit 109 109d which provides the capability of controllablemultistage transmission, continuously variable transmission, reversingor idling function and multiple shafts for the operation of differentialoutput as illustrated in FIG. 38 to drive the loads 120 120a1, 120a2respectively adapted to each differential output terminal fordifferential operation.

Furthermore, the rotary part of the first dynamo-electrical unit 101adapted to the first drive system 1001, or the rotary part of theoptionally provided transmission unit 109 109c coupled to the firstdrive system 1001 is coupled to the input terminal of the clutch 132while the output terminal of the clutch 132 is coupled to the rotarypart of the second dynamo-electrical unit 103 serving as the powersource for the second drive system 1002, or to the input terminal of thedifferential transmission unit 109 109e coupled to the rotary part ofthe second dynamo-electrical unit 103 in the second drive system 1002.Both differential output terminals of the differential transmission unit109 109f are coupled to their respectively adapted loads 120 120b1,120b2 while the clutch 132 is used to control the transmission status ofthe rotational kinetic energy between the first drive system 1001 andthe second drive system 1002.

The second drive system 1002 with the second dynamo-electrical unit 103as the power source is coupled to the transmission unit 109 109f of theprior art optionally provided for driving one or multiple loads 120120b1, 120b2 adapted to the transmission unit 109 109e to constitute thesecond drive system 1002.

In the second drive system 1002, the transmission unit 109 109f drivenby the second dynamo-electrical unit 103 may be provided in the form ofthe transmission unit 109 109f which provides the capability ofcontrollable multistage transmission, continuously variabletransmission, reversing or idling function as illustrated in FIG. 37 todrive the load 120 120b1, 120b2, or in the form of the transmission unit109 109f which provides the capability of controllable multistagetransmission, continuously variable transmission, reversing or idlingfunction and multiple shafts for the operation of differential output asillustrated in FIG. 38 to drive the loads 120 120b1, 120b2 respectivelyadapted to each differential output terminal for differential operation.

As required, the clutch 102 coupled to the output end of the activerotational power source 100 through the transmission unit 129, theoptionally provided transmission unit 109 109b, and the firstdynamo-electrical unit 101 may be coupled with the first drive system1001, or coupled with the second drive system 1002 or provide standaloneoperation.

In the system respectively illustrated in FIGS. 37 and 38, while drivingthe pilot drive unit 1000, the operation of the active rotational powersource 100 may further drive the first dynamo-electrical unit 101 by theactive rotational power source 100 to operate as a generator with thepower generated to drive the second dynamo-electrical unit 103 in thesecond drive system 1002 to produce the rotational kinetic energy todrive the load 120 120b1, 120b2 for the system to provide the serialhybrid power transmission.

When the rechargeable device 106 is provided to the system, the activerotational power source 100 drives the first dynamo-electrical unit 101to operate as a generator with the power generated to recharge therechargeable device 106 or supply power to any other electrical powerdriven load 130 (including any externally connected unspecified load),and drive the second dynamo-electrical unit 103 in the second drivesystem 1002 to produce the rotational kinetic energy for driving theload 120 120b1, 120b2.

When the system is provided with the rechargeable device 106, the activerotational power source 100 drives the first dynamo-electrical unit 101to operate as a generator with the power generated to recharge therechargeable device 106 or supply power to nay other electrical powerdriven load 130 (including any externally connected unspecified load).

The first dynamo-electrical unit 101 operates as a generator with thepower generated and that from the rechargeable device 106 to jointlydrive the second dynamo-electrical unit 103 to produce the rotationalkinetic energy to drive the load 120 120b1, 120b2 or supply power to anyother electrical power driven load 130 (including any externallyconnected unspecified load); or the power from the rechargeable device106 alone drives the second dynamo-electrical unit 103 adapted in thesecond drive system 1002 to produce the rotational kinetic energy todrive the load.

The rotational kinetic energy produced by the second dynamo-electricalunit 103 in the second drive system 1002 as driven by the power from therechargeable device 106 and that from the active rotational power source100 jointly drive the load.

The recycled power from feedback braking regeneration by the firstdynamo-electrical unit 101 or the second dynamo-electrical unit 103recharges the rechargeable device 106 or supply power to any otherelectrical power driven load 130 (including any externally connectedunspecified load); or the transmission status of the rotational kineticenergy between the first drive system 1001 and the second drive system1002 is controlled by switching the clutch 132 to disengaged or engagedstate.

FIG. 39 is the sixth block diagram showing that a pilot drive unit isprovided to the output terminal of the active rotational power source ofthe present invention. In the preferred embodiment illustrated in FIG.39, the controllable clutch 132 is installed between the rotary part ofthe first dynamo-electrical unit 101 and the rotary part of the seconddrive system 1002. The system essentially include the pilot drive unit1000 comprised of the active rotational power source 100 that is coupledfirst to the transmission unit 129, the auxiliary clutch 1020, and atransmission unit 109 109d of the prior art optionally provided to drivethe load 120 120a1, 120a2. The clutch 1020 is provided to control thetransmission status of the rotational kinetic energy between the activerotational power source 100 and the load 120 120a1, 120a2 to the pilotdrive unit 1000.

If the active rotational power source 100 is implemented with amulti-shaft output, the pilot drive unit 1000 may be optionally providedto any other output terminal of the active rotational power source 100.The clutch 102 and the transmission unit 109 109b are optionallyprovided to the same output terminal or different output terminals ofthe active rotational power source 100 to drive the firstdynamo-electrical unit 101 to constitute the first drive system 1001with the pilot drive unit 1000.

The input terminal of the clutch 1020 in the pilot drive unit 1000 iscoupled to the output terminal of the transmission unit 129 driven bythe active rotational power source 100, or to another output terminal ofthe active rotational power source 100. As required, the transmissionunit 109 109d coupled between the clutch 1020 and the load 120 120a1, a2may be comprised of the transmission unit 109 109d which provides thecapability of controllable multistage transmission, continuouslyvariable transmission, reversing or idling function or may be comprisedof the transmission unit 109 109d which provides the capability ofcontrollable multistage transmission, continuously variabletransmission, reversing or idling function and multiple shafts for theoperation of differential output to drive the loads 120 120a1, a2respectively adapted to each differential output terminal fordifferential operation.

Furthermore as required, the rotary part of the first dynamo-electricalunit 101 adapted to the first drive system 1001, or that of theoptionally provided transmission unit 109 109c coupled to the firstdrive system 1001 is coupled to the input terminal of the clutch 132while the output terminal of the clutch 132 is coupled to two rotaryparts of both second dynamo-electrical units 103 103b, 103c serving asthe power source for the second drive unit 1002, or coupled to the inputterminal of the differential transmission unit 109 109e operationallyadapted to the second drive system 1002. With the two differentialoutput terminals of the differential transmission unit 109 109e coupledto rotary parts of multiple second dynamo-electrical units 103 103b,103c, the transmission status of the rotational kinetic energy betweenthe first drive system 1001 and the second drive system 1002 iscontrolled through the clutch 132.

If multiple loads are provided to the pilot drive unit 1000 or to thesecond drive system 1002 and a differential operation function isrequired among the loads 120 120a, 120b, the transmission unit 109 109dcoupled between the clutch 1020 of the pilot drive unit 1000 and theload 120 120a1, 120a2 may be provided with the capability ofcontrollable multistage transmission, reversing or idling functions; ormay be further provided in a construction of a transmission unit that isprovided with multiple output shafts with the capability of controllablemultistage transmission, reversing or idling functions for differentialtransmission output so to drive each load 120 120a1, 120a2 coupled tothe differential output terminals.

The second drive system 1002 with the second dynamo-electrical unit 103103b, 103c as the power source is coupled to the transmission unit 109109e of the prior art optionally provided for driving one or multipleloads 120 120b1, 120b2 adapted to the transmission unit 109 109e toconstitute the second drive system 1002.

The differential transmission unit 109 109e is provided to the seconddrive system 1002 to be driven by the clutch 132. Both output terminalsof the differential transmission unit 109 109e are respectively coupledto the rotary parts from multiple second dynamo-electrical units 103103b, 103c. As required, the differential transmission unit 109 109e maybe provided with controllable multistage transmission, continuouslyvariable transmission, reversing or idling function, and multiple shaftsoutput for the operation of differential output to drive the loads 120120b1, 120b2 respectively adapted to each differential output terminalfor differential operation.

While being incorporated to the first drive system 1001, the clutch 102coupled to the output terminal of the active rotational power source 100through the transmission unit 129 and the clutch 132, the optionallyprovided transmission unit 109 and the clutch 132 and the firstdynamo-electrical unit 101 may be incorporated to the second drivesystem 1002 or standalone operating as required.

In the system illustrated in FIG. 39, while the clutch 132 disengaged,the primary operation of the active rotational power source 100 drivingthe pilot drive unit 1000 may further drive the first dynamo-electricalunit 101 by the active rotational power source 100 to operate as agenerator with the generated power to drive multiple seconddynamo-electrical units 103 in the second drive system 1002 to producethe rotational kinetic energy to drive the load 120 120b1, 120b2 for thesystem to provide the serial hybrid power transmission.

When the rechargeable device 106 is provided to the system, the activerotational power source 100 drives the first dynamo-electrical unit 101to operate as a generator to recharge the rechargeable device 106 orsupply power to any other electrical power driven load 130 (includingany externally connected unspecified load), and drive two or multiplesecond dynamo-electrical units 103 in the second drive system 1002 toproduce rotational kinetic energy for driving the load 120 120b1, 120b2.

When the system is provided with the rechargeable device 106, the activerotational power source 100 drives the first dynamo-electrical unit 101to operate as a generator to recharge the rechargeable device 106 or tosupply power to other electrical power driven load 130 (including anyexternally connected unspecified load).

When the first dynamo-electrical unit 101 operates as a generator, thegenerated power and power from the rechargeable device 106 jointly drivethe second dynamo-electrical unit 103 to produce the rotational kineticenergy to drive the load 120 120b1, 120b2 or supply power to any otherelectrical power driven load 130 (including any externally connectedunspecified load).

The power from the rechargeable device 106 drives alone the seconddynamo-electrical unit 103 in the second drive system 1002 to producethe rotational kinetic energy for driving the load; or the rotationalkinetic energy generated by the second dynamo-electrical unit 103 in thesecond drive system 1002 as driven by the power from the rechargeabledevice 106 drive the load jointly with the power from the activerotational power source 100.

The regenerated power of feedback braking regeneration by the firstdynamo-electrical unit 101 or the second dynamo-electrical unit 103recharges the rechargeable device 106 or supply power to any otherelectrical power driven load 130 (including any externally connectedunspecified load); or the transmission status of the rotational kineticenergy between the first drive system 1001 and the second drive system1002 is regulated by switching the clutch 132 to engage or disengagedstate.

FIG. 40 is the seventh block diagram showing the pilot drive unitprovided to the output terminal of the active rotational power source ofthe present invention; and FIG. 41 is the eighth block diagram showingthe pilot drive unit is provided to the output terminal of the activerotational power source of the present invention. Both preferredembodiments respectively illustrated in FIGS. 40 and 41, thecontrollable clutch 132 is installed between the transmission unit 129coupled to the output terminal of the active rotational power source 100and the rotary part of the second drive system 1002, and essentiallyinclude the pilot drive unit 1000 comprised of the rotational powersource 100 that is coupled first to the transmission unit 129, theauxiliary clutch 1020, and a transmission unit 109 109a of the prior artoptionally provided to drive the load 120 120a1, 120a2. The clutch 1020is provided to control the transmission status of the rotational kineticenergy between the active rotational power source 100 and the load 120120a1, 120a2 to the pilot drive unit 1000.

If the active rotational power source 100 is implemented with amulti-shaft output, the pilot drive unit 1000 may be optionally providedto any other output terminal of the active rotational power source 100.The clutch 102 and the transmission unit 109 109b are optionallyprovided to the same output terminal or different output terminals ofthe active rotational power source 100 to drive the firstdynamo-electrical unit 101 to constitute the first drive system 1001with the pilot drive unit 1000.

The input terminal of the clutch 1020 in the pilot drive unit 1000 iscoupled to the output terminal of the transmission unit 129 driven bythe active rotational power source 100, or to another output terminal ofthe active rotational power source 100. The transmission unit 109 109acoupled at where between the clutch 1020 and the load 120 120a1, 120a2may be comprised of the transmission unit 109 which provides thecapability of controllable multistage transmission, continuouslyvariable transmission, reversing or idling function as illustrated inFIG. 40 or may be comprised of the transmission unit 109 109a whichprovides the capability of controllable multistage transmission,continuously variable transmission, reversing or idling function andmultiple shafts for the operation of differential output to drive theloads 120 120a1, 120a2 respectively adapted to each differential outputterminal for executing the differential operation as illustrated in FIG.41

Furthermore, as required, the transmission unit 129 coupled to theoutput terminal of the active rotational power source 100 adapted to thefirst drive system 1001 is coupled to the input terminal of the clutch132 while the output terminal of the clutch 132 is coupled to the rotarypart of the second dynamo-electrical unit 103 serving as the powersource for the second drive system 1002, or to the input terminal of thedifferential transmission unit 109 109f optionally provided in thesecond drive system 1002 to be coupled to the rotary part of the seconddynamo-electrical unit 103. Both differential output terminals of thedifferential transmission unit 109 109f are coupled to theirrespectively adapted loads 120 120b1, 120b2 for the control of thetransmission status of the rotational kinetic energy between the firstdrive system 1001 and the second drive system 1002 through the controlby the clutch 132.

The second drive system 1002 with the second dynamo-electrical unit 103as the power source is coupled to the transmission unit 109 109f of theprior art optionally provided for driving one or multiple loads 120120b1, 120b2 adapted to the transmission unit 109 109f to constitute thesecond drive system 1002.

In the second drive system 1002, the transmission unit 109 109f drivenby the second dynamo-electrical unit 103 may be provided in the form ofthe transmission unit 109 109f which provides the capability ofcontrollable multistage transmission, continuously variabletransmission, reversing or idling function as illustrated in FIG. 40 todrive the load 120 120b, or in the form of the transmission unit 109109f which provides the capability of controllable multistagetransmission, continuously variable transmission, reversing or idlingfunction and multiple shafts for the operation of differential output todrive the loads 120 120b1, 120b2 respectively adapted to eachdifferential output terminal for executing the differential operation asillustrated in FIG. 41.

While being incorporated to the first drive system 1001, the clutch 102coupled to the output terminal of the active rotational power source 100through the transmission unit 129, the optionally provided transmissionunit 109 109b and the first dynamo-electrical unit 101 may beincorporated to the second drive system 1002 or provided standaloneoperation as required.

In the system respectively illustrated in FIGS. 40 and 41, while drivingthe pilot drive unit 1000, the operation of the active rotational powersource 100 may further drive the first dynamo-electrical unit 101 by theactive rotational power source 100 to operate as a generator with thepower generated to drive two or multiple second dynamo-electrical units103 in the second drive system 1002 to produce the rotational kineticenergy to drive the load 120 120b1, 120b2 for the system to provide theserial hybrid power transmission.

When the rechargeable device 106 is provided to the system, the activerotational power source 100 drives the first dynamo-electrical unit 101to operate as a generator with the power generated to recharge therechargeable device 106 or supply power to any other electrical powerdriven load 130 (including any externally connected unspecified load),and drive two or multiple second dynamo-electrical units 103 in thesecond drive system 1002 to produce rotational kinetic energy fordriving the load 120 120b1, 120b2.

When the system is provided with the rechargeable device 106, the activerotational power source 100 drives the first dynamo-electrical unit 101to operate as a generator to recharge the rechargeable device 106 or tosupply power to other electrical power driven load 130 (including anyexternally connected unspecified load).

When the first dynamo-electrical unit 101 operates as a generator, thegenerated power and power from the rechargeable device 106 jointly drivethe second dynamo-electrical unit 103 to produce the rotational kineticenergy to drive the load 120 120a, 120b or supply power to any otherelectrical power driven load 130 (including any externally connectedunspecified load).

The power from the rechargeable device 106 drives alone the seconddynamo-electrical unit 103 in the second drive system 1002 to producethe rotational kinetic energy for driving the load; or the rotationalkinetic energy produced by the second dynamo-electrical unit 103 in thesecond drive system 1002 as driven by the power from the rechargeabledevice 106 and that from the active rotational power source 100 jointlydrive the load.

The regenerated power of feedback braking regeneration power by thefirst dynamo-electrical unit 101 or the second dynamo-electrical unit103 recharges the rechargeable device 106 or supply power to any otherelectrical power driven load 130 (including any externally connectedunspecified load); or the transmission status of the rotational kineticenergy between the first drive system 1001 and the second drive system1002 is regulated by switching the clutch 132 to engage or disengagestatus to perform the System Functions 1 through 80.

FIG. 42 is the ninth block diagram showing that the pilot drive unit isprovided to the output terminal of the active rotational power source ofthe present invention. Wherein, the controllable clutch 132 is installedbetween the transmission unit 129 coupled to the output terminal of theactive rotational power source 100 and the rotary part of the seconddrive system 1002, and essentially include the pilot drive unit 1000comprised of having first coupled the transmission unit 129, theauxiliary clutch 1020 and the transmission unit 109 109a of the priorart optionally provided to drive the load 120 120a1, 120a2. The clutch1020 is provided to regulate the transmission status of the rotationalkinetic energy between the active rotational power source 100 and theload 120 120a1, 120a2 to the pilot drive unit 1000.

If the active rotational power source 100 is implemented with amulti-shaft output, the pilot drive unit 1000 may be optionally providedto any other output terminal of the active rotational power source 100.The clutch 102 and the transmission unit 109 are optionally provided tothe same output terminal or different output terminals of the activerotational power source 100 to drive the first dynamo-electrical unit101 to constitute the first drive system 1001 with the pilot drive unit1000.

The input terminal of the clutch 1020 in the pilot drive unit 1000 iscoupled to the output terminal of the transmission unit 129 driven bythe active rotational power source 100, or to another output terminal ofthe active rotational power source 100. As required, the transmissionunit 109 109a coupled between the clutch 1020 and the load 120 120a1,120a2 may be comprised of the transmission unit 109 109a which providesthe capability of controllable multistage transmission, continuouslyvariable transmission, reversing or idling function or may be comprisedof the transmission unit 109 109a which provides the capability ofcontrollable multistage transmission, continuously variabletransmission, reversing or idling function and multiple shafts for theoperation of differential output to drive the loads 120 120a1, 120a2respectively adapted to each differential output terminal fordifferential operation.

Furthermore, as required, the transmission unit 129 coupled to theoutput terminal of the active rotational power source 100 adapted to thefirst drive system 1001 is coupled to the input terminal of the clutch132 while the output terminal of the clutch 132 is coupled to the rotaryparts of both second dynamo-electrical units 103 103b, 103c, or to theinput terminal of the differential transmission unit 109 109e optionallyadapted to the second drive system 1002. With two differential outputterminals of the differential transmission unit 109 109e coupled torotary parts of multiple second dynamo-electrical units 103 103b, 103c,the transmission status of the rotational kinetic energy between thefirst drive system 1001 and the second drive system 1002 is regulatedthrough the clutch 132.

If multiple loads are provided to the pilot drive unit 1000 or to thesecond drive system 1002 and a differential operation function isrequired among the loads 120 120a1, 120a2 or 120b1, 120b2, thetransmission unit 109 109a coupled between the clutch 1020 of the pilotdrive unit 1000 and the load 120 120a1, 120a2 may be provided in theconstruction of a transmission unit which provides the capability ofcontrollable transmission, reversing or idling functions; or may befurther provided in a construction of the transmission unit 109 109athat is provided with multiple shafts for executing differentialtransmission output so to drive each load 120 120a1, 120a2 coupled tothe differential output terminal to execute the differential operation.

The second drive system 1002 with the second dynamo-electrical unit 103as the power source is coupled to the transmission unit 109 109e of theprior art optionally provided for driving one or multiple loads 120120b1, 120b2 adapted to the transmission unit 109 109e to constitute thesecond drive system 1002.

The differential transmission unit 109 109e is provided to the seconddrive system 1002 to be driven by the clutch 132. Both output terminalsof the differential transmission unit 109 109e are respectively coupledto the rotary parts from multiple second dynamo-electrical units 103103b, 103c. As required, the differential transmission unit 109 109e maybe provided with controllable multistage transmission, continuouslyvariable transmission, reversing or idling function, and multiple shaftsfor the operation of differential output to drive the loads 120 120b1,120b2 respectively adapted to each differential output terminal fordifferential operation.

While being incorporated to the first drive system 1001, the clutch 102coupled to the output end of the active rotational power source 100through the transmission unit 129, the optionally provided transmissionunit 109 109c and the clutch 132 and the first dynamo-electrical unit101 may be incorporated to the second drive system 1002 or providedstanding alone as required.

In the system illustrated in FIG. 42, while the clutch 132 disengaged,the primary operation of the active rotational power source 100 drivingthe pilot drive unit 1000 may further drive the first dynamo-electricalunit 101 by the active rotational power source 100 to operate as agenerator with the power generated to drive two or multiple seconddynamo-electrical units 103 103b, 103c in the second drive system 1002to produce the rotational kinetic energy to drive the load 120 120b1,120b2 for the system to provide the serial hybrid power transmission.

When the rechargeable device 106 is provided to the system, the activerotational power source 100 drives the first dynamo-electrical unit 101to operate as a generator with the power generated to recharge therechargeable device 106 or supply power to any other electrical powerdriven load 130 (including any externally connected unspecified load),and drive two or multiple second dynamo-electrical units 103 103b, 103cin the second drive system 1002 to produce rotational kinetic energy fordriving the load 120 120b1, 120b2.

When the system is provided with the rechargeable device 106, the activerotational power source 100 drives the first dynamo-electrical unit 101to operate as a generator to recharge the rechargeable device 106 or tosupply power to other electrical power driven load 130 (including anyexternally connected unspecified load).

When the first dynamo-electrical unit 101 operates as a generator, thegenerated power and the power from the rechargeable device 106 jointlydrive the second dynamo-electrical unit 103 to produce the rotationalkinetic energy to drive the load 120 120a1, 120a2 or supply power to anyother electrical power driven load 130 (including any externallyconnected unspecified load).

The power from the rechargeable device 106 drives alone the seconddynamo-electrical unit 103 103b, 103c in the second drive system 1002 togenerate the rotational kinetic energy for driving the load; or therotational kinetic energy produced by the second dynamo-electrical unit103 103b, 103c in the second drive system 1002 as driven by the powerfrom the rechargeable device 106 jointly drive the load 120 120b1, 120b2with the power from the active rotational power source 100.

The regenerated power of feedback braking regeneration by the firstdynamo-electrical unit 101 or the second dynamo-electrical unit 103103b, 103c recharges the rechargeable device 106 or supply power to anyother electrical power driven load 130 (including any externallyconnected unspecified load); or the transmission status of therotational kinetic energy between the first drive system 1001 and thesecond drive system 1002 is controlled by switching the clutch 132 toengage or disengage state for the system to operating with those SystemFunctions 1 through 80.

FIG. 43 is the tenth block diagram showing that a pilot drive unit isprovided to the output terminal of the active rotational power source ofthe present invention; and FIG. 44 is the eleventh block diagram showingthat a pilot drive unit is provided to the output terminal of the activerotational power source of the present invention. Both preferredembodiments respectively illustrated in FIGS. 43 and 44 are eachcomprised of the first drive system 1001 and the second drive system1002. The construction of the first drive system 1001 includes the pilotdrive unit 1000 comprised with the output shaft of the active rotationalpower source 100 coupled to the additionally provided transmission unit129, and further to the auxiliary clutch 1020 and the optionallyprovided transmission unit 109 109a of the prior art to drive the load120 120a1, 120a2, and the active rotational power source 100.

The input terminal of the clutch 1020 in the pilot drive unit 1000 iscoupled to the output terminal of the transmission unit 129 driven bythe active rotational power source 100, or to another output terminal ofthe active rotational power source 100. The transmission unit 109 109acoupled between the clutch 1020 and the load 120 120a may be comprisedof the transmission unit 109 109a which provides the capability ofcontrollable multistage transmission, continuously variabletransmission, reversing or idling function as illustrated in FIG. 43 ormay be comprised of the transmission unit 109 109a which provides thecapability of controllable multistage transmission, continuouslyvariable transmission, reversing or idling function and multiple shaftsfor the operation of differential output to drive the loads 120 120a1,120a2 respectively adapted to each differential output terminal fordifferential operation as illustrated in FIG. 44.

Another output terminal of the transmission unit 129 is provided todrive the planet gear 803 of the planetary gear set 801. The rotary partof the first dynamo-electrical unit 101 is coupled to the sun gear 802of the planetary gear set 801. The operation between the rotary part andthe stationary part of the first dynamo-electrical unit 101 as requiredmay function as a motor under the regulation of the drive control unit104 to output the rotational kinetic energy, or as a generator toproduce damping while generating the power for the damping to make therotational kinetic energy from the active rotational power source 100 tobe routed to the external gear 804, or under the regulation of the drivecontrol unit 104 to control the electromagnetic lock up operationbetween the stationary part and the rotary part of the firstdynamo-electrical unit 101. The EM lockup function may be replaced bythe brake 902 when required with the rotary part of the firstdynamo-electrical unit 101 coupled to the rotation side of the brake 902and the stationary part of the brake 902 locked to the frame or to thestationary part of the first dynamo-electrical unit 101 for locking upthe first dynamo-electrical unit 101 and routing the rotational kineticenergy from the active rotational power source 100 to be transferthrough the external gear 804.

To compromise the operation of the system, the brake 901 is required forthe active rotational power source 100 to drive the firstdynamo-electrical unit 101 to operate as a generator. The external gear804 of the planetary gear set 801 is coupled to the input terminal ofthe clutch 132 and coupled to the rotation side of the brake 901; thestationary part of the brake 901 is locked to the frame; and another endof the clutch 132 is coupled to the rotary part of the seconddynamo-electrical unit 103 in the second drive system 1002, or to theinput terminal of the optionally provided transmission unit 109 in thesecond drive system 1002. The optionally provided clutch 132 controlsthe transmission of the rotational kinetic energy between the firstdrive unit 1001 and the second drive unit 1002 while the clutch 132 andthe brake 901 may be split installed or share the compact structure.

The second drive system 1002 as illustrated in FIG. 43 is comprised ofthe second dynamo-electrical unit 103 serving as the power sourcecoupled to the optionally provided transmission unit 109 109f or anyother transmission device to drive one or multiple load 120 120b1,120b2; or as illustrated in FIG. 44, the rotary part of the seconddynamo-electrical unit 103 103b, 103c as required is coupled to theinput terminal of the differential transmission unit 109 109f, and bothdifferential output terminals of the differential transmission unit 109drive their respectively adapted loads 120 120b1, 120b2.

As required by the construction, the planetary gear set 801, the firstdynamo-electrical unit 101, the brake 902, the brake 901, and the clutch132 may be incorporated to the first drive system 1001, or to the seconddrive system 1002 or provided standing alone.

In the system respectively illustrated in FIGS. 43 and 44, while drivingthe pilot drive unit 1000, the operation of the active rotational powersource 100 may further drive the first dynamo-electrical unit 101 by theactive rotational power source 100 to operate as a generator with thepower generated to drive two or multiple second dynamo-electrical units103 103b, 103c in the second drive system 1002 to produce the rotationalkinetic energy to drive the load 120 120b1, 120b2 for the system toprovide the serial hybrid power transmission.

When the rechargeable device 106 is provided to the system, the activerotational power source 100 drives the first dynamo-electrical unit 101to operate as a generator with the power generated to recharge therechargeable device 106 or supply power to any other electrical powerdriven load 130 (including any externally connected unspecified load),and drive two or multiple second dynamo-electrical units 103 103b, 103cin the second drive system 1002 to produce rotational kinetic energy fordriving the load 120 120b1, 120b2.

When the system is provided with the rechargeable device 106, the activerotational power source 100 drives the first dynamo-electrical unit 101to operate as a generator with the power generated to recharge therechargeable device 106 or to supply power to other electrical powerdriven load 130 (including any externally connected unspecified load).

When the first dynamo-electrical unit 101 operates as a generator, thegenerated power and power from the rechargeable device 106 jointly drivethe second dynamo-electrical unit 103 to produce the rotational kineticenergy to drive the load 120 120a1, 120a2 or supply power to any otherelectrical power driven load 130 (including any externally connectedunspecified load).

The power from the rechargeable device 106 drives alone the seconddynamo-electrical unit 103 in the second drive system 1002 to producethe rotational kinetic energy for driving the load; or the rotationalkinetic energy produced by the second dynamo-electrical unit 103 in thesecond drive system 1002 as driven by the power from the rechargeabledevice 106 jointly drive the load 120 120b1, 120b2 with the power fromthe active rotational power source 100.

The regenerated power of feedback braking regeneration by the firstdynamo-electrical unit 101 or the second dynamo-electrical unit 103recharges the rechargeable device 106 or supply power to any otherelectrical power driven load 130 (including any externally connectedunspecified load); or the transmission status of the rotational kineticenergy between the first drive system 1001 and the second drive system1002 is controlled by switching the clutch 132 to engage or disengagestate for the system to operating with those System Functions 1 through80.

FIG. 45 is the twelfth block diagram showing that a pilot drive unit isprovided to the output terminal of the active rotational power source ofthe present invention. The preferred embodiment illustrated in FIG. 45is comprised of the first drive system 1001 and the second drive system1002. The construction of the first drive system 1001 includes the pilotdrive unit 1000 comprised with the output shaft of the active rotationalpower source 100 coupled to the additionally provided transmission unit129, and further to the auxiliary clutch 1020 and the optionallyprovided transmission unit 109 109a of the prior art to drive the load120 120a1, 120a2, and the active rotational power source 100.

The input terminal of the clutch 1020 in the pilot drive unit 1000 iscoupled to the output terminal of the transmission unit 129 driven bythe active rotational power source 100, or to another output terminal ofthe active rotational power source 100. The transmission unit 109 109acoupled between the clutch 1020 and the load 120 120a1, 120a2 may becomprised of the transmission unit 109 109a which provides thecapability of controllable multistage transmission, continuouslyvariable transmission, reversing or idling function, or may be comprisedof the transmission unit 109 109a which provides the capability ofcontrollable multistage transmission, continuously variabletransmission, reversing or idling function and multiple shafts for theoperation of differential output to drive the loads 120 120a1, 120a2respectively adapted to each differential output terminal fordifferential operation.

Another output terminal of the transmission unit 129 is provided todrive the planet gear 803 of the planetary gear set 801. The rotary partof the first dynamo-electrical unit 101 is coupled to the sun gear 802of the planetary gear set 801. The operation between the rotary part andthe stationary part of the first dynamo-electrical unit 101 as requiredmay function as a motor under the regulation of the drive control unit104 to output the rotational kinetic energy, or as a generator toproduce damping while generating the power for the damping to make therotational kinetic energy from the active rotational power source 100 tobe transferred from the external gear 804, or under the regulation ofthe drive control unit 104 for electromagnetic lock up operation betweenthe stationary part and the rotary part of the first dynamo-electricalunit 101. As required, the EM lockup function may be replaced by thebrake 902 with the rotary part of the first dynamo-electrical unit 101coupled to the rotation side of the brake 902 and the stationary part ofthe brake 902 locked to the frame or to the stationary part of the firstdynamo-electrical unit 101 for locking up the first dynamo-electricalunit 101 and routing the rotational kinetic energy from the activerotational power source 100 to be transferred through the external gear804.

To compromise the operation of the system, the brake 901 is required forthe active rotational power source 100 to drive the firstdynamo-electrical unit 101 to operate as a generator. The external gear804 of the planetary gear set 801 is coupled to the input terminal ofthe clutch 112 and coupled to the rotation side of the brake 901; thestationary part of the brake 901 is locked to the frame; and another endof the clutch 132 is coupled to the rotary part of the seconddynamo-electrical unit 103 103b, 103c in the second drive system 1002,or to the input terminal of the optionally provided transmission unit109 109e in the second drive system 1002. The optionally provided clutch132 regulates the transmission of the rotational kinetic energy betweenthe first drive unit 1001 and the second drive unit 1002 while theclutch 132 and the brake 901 may be split installed or share commonstructure.

The second drive system 1002 as illustrated in FIG. 45 is comprised ofmultiple second dynamo-electrical units 103 103b, 103c serving as thepower source respectively coupled to the optionally providedtransmission unit 109 109e or any other transmission device theirrespectively coupled loads 120 120b1, 120b2.

As required by the construction, the planetary gear set 801, the firstdynamo-electrical unit 101, the brake 902, the brake 901, and the clutch132 may be incorporated to the first drive system 1001, or to the seconddrive system 1002 or provide standalone operation.

In the system respectively illustrated in FIG. 45, while driving thepilot drive unit 1000, with the clutch 132 disengaged, the operation ofthe active rotational power source 100 may further drive the firstdynamo-electrical unit 101 by the active rotational power source 100 tooperate as a generator with the power generated to drive two or multiplesecond dynamo-electrical units 103 103b, 103c in the second drive system1002 to produce the rotational kinetic energy to drive the load 120120b1, 120b2 for the system to provide the serial hybrid powertransmission.

When the rechargeable device 106 is provided to the system, the activerotational power source 100 drives the first dynamo-electrical unit 101to operate as a generator with the power generated to recharge therechargeable device 106 or supply power to any other electrical powerdriven load 130 (including any externally connected unspecified load),and drive two or multiple second dynamo-electrical units 103 103b, 103cin the second drive system 1002 to produce rotational kinetic energy fordriving the load 120 120b1, 120b2.

When the system is provided with the rechargeable device 106, the activerotational power source 100 drives the first dynamo-electrical unit 101to operate as a generator with the generated power to recharge therechargeable device 106 or to supply power to other electrical powerdriven load 130 (including any externally connected unspecified load).

When the first dynamo-electrical unit 101 operates as a generator, thegenerated power and power from the rechargeable device 106 jointly drivethe second dynamo-electrical unit 103 103b, 103c to produce therotational kinetic energy to drive the load 120 120b1, 120b2 or supplypower to any other electrical power driven load 130 (including anyexternally connected unspecified load).

The power from the rechargeable device 106 drives alone the seconddynamo-electrical unit 103 103b, 103c in the second drive system 1002 toproduce the rotational kinetic energy for driving the load 120 120b1,120b2; or the rotational kinetic energy produced by the seconddynamo-electrical unit 103 103b, 103c in the second drive system 1002 asdriven by the power from the rechargeable device 106 jointly drive theload 120 120b1, 120b2 with the power from the active rotational powersource 100.

The regenerated power of feedback braking regeneration by the firstdynamo-electrical unit 101 or the second dynamo-electrical unit 103103b, 103c recharges the rechargeable device 106 or supply power to anyother electrical power driven load 130 (including any externallyconnected unspecified load); or the transmission status of therotational kinetic energy between the first drive system 1001 and thesecond drive system 1002 is controlled by switching the clutch 132 toengaged or disengage to perform System Functions 1 through 80.

FIG. 46 is the thirteenth block diagram showing that a pilot drive unitis provided to the output terminal of the active rotational power sourceof the present invention; and FIG. 47 is the fourteenth block diagramshowing that a pilot drive unit is provided to the output terminal ofthe active rotational power source of the present invention. Bothpreferred embodiments respectively illustrated in FIGS. 46 and 47 areeach comprised of the first drive system 1001 and the second drivesystem 1002. The construction of the first drive system 1001 includesthe pilot drive unit 1000 comprised with the output shaft of the activerotational power source 100 coupled to the additionally providedtransmission unit 129, and further to the auxiliary clutch 1020 and theoptionally provided transmission unit 109 109a of the prior art to drivethe load 120 120a1, 120a2, and the active rotational power source 100.

The input terminal of the clutch 1020 in the pilot drive unit 1000 iscoupled to the output terminal of the transmission unit 129 driven bythe active rotational power source 100, or to another output terminal ofthe active rotational power source 100. The transmission unit 109 109acoupled between the clutch 1020 and the load 120 120a1, 120a2 may becomprised of the transmission unit 109 109a which provides thecapability of controllable multistage transmission, continuouslyvariable transmission, reversing or idling function as illustrated inFIG. 46 or may be comprised of the transmission unit 109 109a whichprovides the capability of controllable multistage transmission,continuously variable transmission, reversing or idling function andmultiple shafts for the operation of differential output to drive theloads 120 120a1, 120a2 respectively adapted to each differential outputterminal for executing the differential operation as illustrated in FIG.47.

Among the three input and output terminals of the rotational gear set1030, the first input and output terminal 501 is coupled to the firstinput and output gear set 511, and to another output terminal of theadditionally provided transmission unit 129. The second input and outputterminal 502 is coupled to the first dynamo-electrical unit 101, thebrake 902 and the second input and output gear set 512. Both of thefirst and the second input and output gear sets 511, 512 are coupled tothe differential gear set 5130 for a rotary arm 5131 to draw thedifferential output gear set 5132 and the third input and output gearset 513 for the third input and output gear set 513 to drive the thirdinput and output terminal 503 and the rotary part of the brake 901 andthe input terminal of the clutch 132. The stationary part of the brake901 is locked to the frame and another end of the clutch 132 is coupledto the rotary part of the second dynamo-electrical unit 103 adapted tothe second drive system 1002, or to the input terminal of the optionallyprovided transmission unit 109. The optionally provided clutch 132regulates the transmission of the rotational kinetic energy between thefirst drive system 1001 and the second drive system 1002. The clutch 132and the brake 901 may be split installed or share the common structure.

The second drive system 1002 is comprised with the seconddynamo-electrical unit 103 as the power source as illustrated in FIG. 46to be coupled to the optionally provided transmission unit 109 109f orany other transmission device to drive one or multiple load 120 120b1,120b2; or as illustrated in FIG. 47, with the rotary part of theoptionally provided second dynamo-electrical unit 103 to be coupled tothe input terminal of the differential transmission unit 109 109f forboth differential output terminals of the differential transmission unit109 109f to drive their respectively adapted loads 120 120b1, 120b2.

As required by the construction, the rotational gear set 1030, the firstdynamo-electrical unit 101, the brake 902, the brake 901, and the clutch132 may be incorporated to the first drive system 1001, or to the seconddrive system 1002 or providing standalone operation.

In the system respectively illustrated in FIGS. 46 and 47, while drivingthe pilot drive unit 1000, the operation of the active rotational powersource 100 may further drive the first dynamo-electrical unit 101 by theactive rotational power source 100 to operate as a generator with thepower generated to drive two or multiple second dynamo-electrical units103 in the second drive system 1002 to produce the rotational kineticenergy to drive the load 120 120b1, 120b2 for the system to provide theserial hybrid power transmission.

When the rechargeable device 106 is provided to the system, the activerotational power source 100 drives the first dynamo-electrical unit 101to operate as a generator with the power generated to recharge therechargeable device 106 or supply power to any other electrical powerdriven load 130 (including any externally connected unspecified load),and drive two or multiple second dynamo-electrical units 103 in thesecond drive system 1002 to produce rotational kinetic energy fordriving the load 120 120b1, 120b2.

When the system is provided with the rechargeable device 106, the activerotational power source 100 drives the first dynamo-electrical unit 101to operate as a generator with the power generated to recharge therechargeable device 106 or to supply power to other electrical powerdriven load 130 (including any externally connected unspecified load).

When the first dynamo-electrical unit 101 operates as a generator, thegenerated power and power from the rechargeable device 106 jointly drivethe second dynamo-electrical unit 103 to produce the rotational kineticenergy to drive the load 120 120b1, 120b2 or supply power to any otherelectrical power driven load 130 (including any externally connectedunspecified load).

The power from the rechargeable device 106 drives alone the seconddynamo-electrical unit 103 in the second drive system 1002 to producethe rotational kinetic energy for driving the load; or the rotationalkinetic energy produced by the second dynamo-electrical unit 103 in thesecond drive system 1002 as driven by the power from the rechargeabledevice 106 jointly drive the load with the power from the activerotational power source 100.

The regenerated power of feedback braking regeneration by the firstdynamo-electrical unit 101 or the second dynamo-electrical unit 103recharges the rechargeable device 106 or supply power to any otherelectrical power driven load 130 (including any externally connectedunspecified load); or the transmission status of the rotational kineticenergy between the first drive system 1001 and the second drive system1002 is regulated by switching the clutch 132 between engage ordisengage to perform System Functions 1 through 80.

FIG. 48 is the fifteenth block diagram showing that a pilot drive unitis provided to the output terminal of the active rotational power sourceof the present invention. The preferred embodiment illustrated in FIG.48 is comprised of the first drive system 1001 and the second drivesystem 1002. The construction of the first drive system 1001 includesthe pilot drive unit 1000 comprised with the output shaft of the activerotational power source 100 coupled to the additionally providedtransmission unit 129, and further to the auxiliary clutch 1020 and theoptionally provided transmission unit 109 109a of the prior art to drivethe load 120 120a1, 120a2, and the active rotational power source 100.

The input terminal of the clutch 1020 in the pilot drive unit 1000 iscoupled to the output terminal of the transmission unit 129 driven bythe active rotational power source 100, or to another output terminal ofthe active rotational power source 100. The transmission unit 109 109acoupled between the clutch 1020 and the load 120 120a1, 120a2 may becomprised of the transmission unit 109 109a which provides thecapability of controllable multistage transmission, continuouslyvariable transmission, reversing or idling function or may be comprisedof the transmission unit 109 109a which provides the capability ofcontrollable multistage transmission, continuously variabletransmission, reversing or idling function and multiple shafts for theoperation of differential output to drive the loads 120 120a1, 120a2respectively adapted to each differential output terminal fordifferential operation

Among the three input and output terminals of the rotational gear set1030, the first input and output terminal 501 is coupled to the firstinput and output gear set 511, and to another output terminal of theadditionally provided transmission unit 129. The second input and outputterminal 502 is coupled to the first dynamo-electrical unit 101, thebrake 902 and the second input and output gear set 512. Both of thefirst and the second input and output gear sets 511, 512 are coupled tothe differential gear set 5130 for a rotary arm 5131 to draw thedifferential output gear set 5132 and the third input and output gearset 513 for the third input and output gear set 513 to drive the thirdinput and output terminal 503 and the rotary part of the brake 901 andthe input terminal of the clutch 132. The stationary part of the brake901 is locked to the frame and another end of the clutch 132 is coupledto the rotary part of the second dynamo-electrical unit 103 adapted tothe second drive system 1002, or to the input terminal of the optionallyprovided transmission unit 109. The optionally provided clutch 132controls the transmission of the rotational kinetic energy between thefirst drive system 1001 and the second drive system 1002. The clutch 132and the brake 901 may be split installed or share common structure.

The second drive system 1002 with multiple second dynamo-electricalunits 103 103b, 103c as the power source is coupled to the individualoptionally provided transmission unit 109 109e or any other transmissiondevice for driving their respectively adapted loads 120 120b1, 120b2.

The rotational gear set 1030, the first dynamo-electrical unit 101, thebrake 902, the brake 901, and the clutch 132 may be incorporated to thefirst drive system 1001, or to the second drive system 1002 or providingstandalone operation as required.

In the system illustrated in FIG. 48, while driving the pilot drive unit1000, the primary operation of the active rotational power source 100with the clutch 132 is disengaged may further drive the firstdynamo-electrical unit 101 by the active rotational power source 100 tooperate as a generator with the power generated to drive two or multiplesecond dynamo-electrical units 103 103b, 103c in the second drive system1002 to generate the rotational kinetic energy to drive the load 120120b1, 120b2 for the system to provide the serial hybrid powertransmission.

When the rechargeable device 106 is provided to the system, the activerotational power source 100 drives the first dynamo-electrical unit 101to operate as a generator with the power generated to recharge therechargeable device 106 or supply power to any other electrical powerdriven load 130 (including any externally connected unspecified load),and drive two or multiple second dynamo-electrical units 103 103b, 103cin the second drive system 1002 to produce rotational kinetic energy fordriving the load 120 120b1, 120b2.

When the system is provided with the rechargeable device 106, the activerotational power source 100 drives the first dynamo-electrical unit 101to operate as a generator with the power generated to recharge therechargeable device 106 or to supply power to other electrical powerdriven load 130 (including any externally connected unspecified load).

When the first dynamo-electrical unit 101 operates as a generator, thegenerated power and power from the rechargeable device 106 jointly drivethe second dynamo-electrical unit 103 103b, 103c to produce therotational kinetic energy to drive the load 120 120b1, 120b2 or supplypower to any other electrical power driven load 130 (including anyexternally connected unspecified load).

The power from the rechargeable device 106 drives alone the seconddynamo-electrical unit 103 103b, 103c in the second drive system 1002 toproduce the rotational kinetic energy for driving the load 120 120b1,120b2; or the rotational kinetic energy produced by the seconddynamo-electrical unit 103 103b, 103c in the second drive system 1002 asdriven by the power from the rechargeable device 106 drive the load 120120b1, 120b2 jointly with the power from the active rotational powersource 100.

The regenerated power of feedback braking regeneration by the firstdynamo-electrical unit 101 or the second dynamo-electrical unit 103103b, 103c recharges the rechargeable device 106 or supply power to anyother electrical power driven load 130 (including any externallyconnected unspecified load); or the transmission status of therotational kinetic energy between the first drive system 1001 and thesecond drive system 1002 is regulated by switching the clutch 132 toengaged or disengaged status to perform the System Functions 1 through80.

FIG. 49 is the sixteenth block diagram showing that a pilot drive unitis provided to the output terminal of the active rotational power sourceof the present invention; and FIG. 50 is the seventeenth block diagramshowing that a pilot drive unit is provided to the output terminal ofthe active rotational power source of the present invention. Bothpreferred embodiments respectively illustrated in FIGS. 49 and 50 areeach comprised of the first drive system 1001 and the second drivesystem 1002. The construction of the first drive system 1001 includesthe pilot drive unit 1000 comprised with the output shaft of the activerotational power source 100 coupled to the additionally providedtransmission unit 129, and further to the auxiliary clutch 1020 and theoptionally provided transmission unit 109 109a of the prior art to drivethe load 120 120a1, 120a2, and the active rotational power source 100.

The input terminal of the clutch 1020 in the pilot drive unit 1000 iscoupled to the output terminal of the transmission unit 129 driven bythe active rotational power source 100, or to another output terminal ofthe active rotational power source 100. The transmission unit 109 109acoupled between the clutch 1020 and the load 120 120a1, 120a2 may becomprised of the transmission unit 109 109a which provides thecapability of controllable multistage transmission, continuouslyvariable transmission, reversing or idling function or may be comprisedof the transmission unit 109 109a which provides the capability ofcontrollable multistage transmission, continuously variabletransmission, reversing or idling function and multiple shafts for theoperation of differential output to drive the loads 120 120a1, 120a2respectively adapted to each differential output terminal fordifferential operation.

Another output terminal of the transmission unit 129 drives theoptionally provided clutch 102 and the transmission unit 109 109bcoupled to the transmission unit 129 for driving the rotary part of thefirst dynamo-electrical unit 101. In the first drive system 1001, a dualmotion dynamo-electrical unit 1040 made in the form of AC or DC, brushor brushless, synchronous or asynchronous is provided. The dual motiondynamo-electrical unit 1040 made in a cylinder, disk or cone shape iscomprised of a first rotary part 1041 and a second rotary part 1042 witha controllable clutch 122 installed between the first and the secondrotary parts 1041, 1042. The first rotary part 1041 is coupled to thatof the brake 901, and further to that of the first dynamo-electricalunit 101 through the clutch 112. The stationary part of the brake 901 islocked to the frame. The second rotary part 1042 of the dual motiondynamo-electrical unit 1040 is coupled to the input terminal of theclutch 132 and another end of the clutch 132 is coupled to the rotarypart of the second dynamo-electrical unit 103 adapted to the seconddrive system 1002, or coupled to the input terminal of the optionallyprovided transmission unit 109 109f adapted to the second drive system1002. The clutch 132 is provided for the control of the transmission ofthe rotational kinetic energy between the first drive system 1001 andthe second drive system 1002.

The second drive system 1002 is comprised with the seconddynamo-electrical unit 103 as the power source as illustrated in FIG. 49to be coupled to the optionally provided transmission unit 109 109f orany other transmission device to drive one or multiple load 120 120b1,120b2; or as illustrated in FIG. 50, having the rotary part of theoptionally provided second dynamo-electrical unit 103 to be coupled tothe input terminal of the differential transmission unit 109 109f forboth differential output terminals of the differential transmission unit109 109f to drive their respectively adapted loads 120 120b1, 120b2.

As required by the construction, the clutch 102, the transmission unit109 109b, the first dynamo-electrical unit 101, the clutch 112, thebrake 901, the dual motion dynamo-electrical unit 1040, the clutch 122,and the clutch 132 may be incorporated to the first drive system 1001,or to the second drive system 1002 or providing standalone operation.

In the system respectively illustrated in FIGS. 49 and 50, while drivingthe pilot drive unit 1000, the operation of the active rotational powersource 100 may further drive the first dynamo-electrical unit 101 by theactive rotational power source 100 to operate as a generator with thepower generated to drive two or multiple second dynamo-electrical units103 in the second drive system 1002 to produce the rotational kineticenergy to drive the load 120 120a1, 120a2 for the system to provide theserial hybrid power transmission.

When the rechargeable device 106 is provided to the system, the activerotational power source 100 drives the first dynamo-electrical unit 101to operate as a generator to recharge the rechargeable device 106 orsupply power to any other electrical power driven load 130 (includingany externally connected unspecified load), and drive two or multiplesecond dynamo-electrical units 103 in the second drive system 1002 toproduce rotational kinetic energy for driving the load 120 120b1, 120b2.

When the system is provided with the rechargeable device 106, the activerotational power source 100 drives the first dynamo-electrical unit 101to operate as a generator with the power generated to recharge therechargeable device 106 or to supply power to other electrical powerdriven load 130 (including any externally connected unspecified load).

When the first dynamo-electrical unit 101 operates as a generator, thepower generated and that from the rechargeable device 106 jointly drivethe second dynamo-electrical unit 103 to produce the rotational kineticenergy to drive the load 120 120b1, 120b2 or supply power to any otherelectrical power driven load 130 (including any externally connectedunspecified load).

The power from the rechargeable device 106 drives alone the seconddynamo-electrical unit 103 in the second drive system 1002 to producethe rotational kinetic energy for driving the load; or the rotationalkinetic energy produced by the second dynamo-electrical unit 103 in thesecond drive system 1002 as driven by the power from the rechargeabledevice 106 drive the load jointly with the power from the activerotational power source 100.

The regenerated power of feedback braking regeneration by the firstdynamo-electrical unit 101 or the second dynamo-electrical unit 103recharges the rechargeable device 106 or supply power to any otherelectrical power driven load 130 (including any externally connectedunspecified load); or the transmission status of the rotational kineticenergy between the first drive system 1001 and the second drive system1002 is regulated by switching the clutch 132 to be engaged ordisengaged status to operate in System Functions 1 through 80.

FIG. 51 is the eighteenth block diagram showing that a pilot drive unitis provided to the output terminal of the active rotational power sourceof the present invention. The preferred embodiment illustrated in FIG.51 is comprised of the first drive system 1001 and the second drivesystem 1002. The construction of the first drive system 1001 includesthe pilot drive unit 1000 comprised with the output shaft of the activerotational power source 100 coupled to the additionally providedtransmission unit 129, and further to the auxiliary clutch 1020 and theoptionally provided transmission unit 109 109a of the prior art to drivethe load 120 120a1, 120a2, and the active rotational power source 100.

The input terminal of the clutch 1020 in the pilot drive unit 1000 iscoupled to the output terminal of the transmission unit 129 driven bythe active rotational power source 100, or to another output terminal ofthe active rotational power source 100. The transmission unit 109 109acoupled at where between the clutch 1020 and the load 120 120a1, 120a2may be comprised of the transmission unit 109 109a which provides thecapability of controllable multistage transmission, continuouslyvariable transmission, reversing or idling function or may be comprisedof the transmission unit 109 109a which provides the capability ofcontrollable multistage transmission, continuously variabletransmission, reversing or idling function and multiple shafts for theoperation of differential output to drive the loads 120 120a1, 120a2respectively adapted to each differential output terminal fordifferential operation.

Another output terminal of the transmission unit 129 drives theoptionally provided clutch 102 and the transmission unit 109 109ccoupled to the transmission unit 129 for driving the rotary part of thefirst dynamo-electrical unit 101. In the first drive system 1001, a dualmotion dynamo-electrical unit 1040 made in the form of AC or DC, brushor brushless, synchronous or asynchronous is provided. The dual motiondynamo-electric unit 1040 made in a cylinder, disk or cone shape iscomprised of a first rotary part 1041 and a second rotary part 1042 witha controllable clutch 122 installed between the first and the secondrotary parts 1041, 1042. The first rotary part 1041 is coupled to thatof the brake 901, and further to that of the first dynamo-electricalunit 101 through the clutch 112. The stationary part of the brake 901 islocked to the frame. The second rotary part 1042 of the dual motiondynamo-electrical unit 1040 is coupled to the input terminal of theclutch 132 and another end of the clutch 132 is coupled to the rotarypart of the second dynamo-electrical unit 103 adapted to the seconddrive system 1002, or coupled to the input terminal of the optionallyprovided transmission unit 109 adapted to the second drive system 1002.The clutch 132 is provided for the control of the transmission of therotational kinetic energy between the first drive system 1001 and thesecond drive system 1002.

The second drive system 1002 is comprised with multiple seconddynamo-electrical units 103 103b, 103c as the power source respectivelycoupled to the optionally provided transmission unit 109 109e or anyother transmission device to drive one or multiple load 120 120b1,120b2.

As required by the construction, the clutch 102, the transmission unit109, the first dynamo-electrical unit 101, the clutch 112, the brake901, the dual motion dynamo-electrical unit 1040, the clutch 122, andthe clutch 132 may be incorporated to the first drive system 1001, or tothe second drive system 1002 or providing standalone operation.

In the system illustrated in FIG. 51, while driving the pilot drive unit1000 with the clutch 132 disengaged, the operation of the activerotational power source 100 may further drive the firstdynamo-electrical unit 101 by the active rotational power source 100 tooperate as a generator with the power generated to drive two or multiplesecond dynamo-electrical units 103 103b, 103c in the second drive system1002 to produce the rotational kinetic energy to drive the load 120120b1, 120b2 for the system to provide the serial hybrid powertransmission.

When the rechargeable device 106 is provided to the system, the activerotational power source 100 drives the first dynamo-electrical unit 101to operate as a generator with the power generated to recharge therechargeable device 106 or supply power to any other electrical powerdriven load 130 (including any externally connected unspecified load),and drive two or multiple second dynamo-electrical units 103 103b, 103cin the second drive system 1002 to produce rotational kinetic energy fordriving the load 120 120b1, 120b2.

When the system is provided with the rechargeable device 106, the activerotational power source 100 drives the first dynamo-electrical unit 101to operate as a generator to recharge the rechargeable device 106 or tosupply power to other electrical power driven load 130 (including anyexternally connected unspecified load).

When the first dynamo-electrical unit 101 operates as a generator, thepower generated and that from the rechargeable device 106 jointly drivethe second dynamo-electrical unit 103 103b, 103c to produce therotational kinetic energy to drive the load 120 120b1, 120b2 or supplypower to any other electrical power driven load 130 (including anyexternally connected unspecified load).

The power from the rechargeable device 106 drives alone the seconddynamo-electrical unit 103 103b, 103c in the second drive system 1002 toproduce the rotational kinetic energy for driving the load 120 120b1,120b2; or the rotational kinetic energy produced by the seconddynamo-electrical unit 103 103b, 103c in the second drive system 1002 asdriven by the power from the rechargeable device 106 drive the load 120120b1, 120b2 jointly with the power from the active rotational powersource 100.

The regenerated power of feedback braking regeneration by the firstdynamo-electrical unit 101 or the second dynamo-electrical unit 103103b, 103c recharges the rechargeable device 106 or supply power to anyother electrical power driven load 130 (including any externallyconnected unspecified load); or the transmission status of therotational kinetic energy between the first drive system 1001 and thesecond drive system 1002 is regulated by switching the clutch 132 to beengaged or disengaged status to operate in System Functions 1 through80.

Those preferred embodiments of the split serial-parallel hybriddual-power drive system illustrated in FIGS. 1 through 51 providepartial or all those functions described in System Functions 1 through80. When the system is provided with multiple second drive systems 1002,a clutch 132 may be optionally provided between any two second drivesystems 1002 as required by the application for the control of thetransmission of the rotational kinetic energy. The clutch 132 may becomprised of one that operates by manual, mechanical force, eccentricforce, air pressure, or hydraulic pressure, or electromagnetic force, ora single way clutch to transmit or interrupt the transmission of themechanical rotational kinetic energy so that when the clutch 132 isengaged, it allows the incorporation of the drive units provided at itsboth ends; or when disengaged, individual operation of both drive unitsprovided at its both ends. Furthermore, for the split serial-parallelhybrid dual-power drive system, one or multiple first drive system 1001,and one or multiple second drive system 1002 may be provided as requiredby the system.

Accordingly, the split serial-parallel hybrid dual-power drive system isinnovative in that it may be controlled to provide the serial hybridpower drive operation or the parallel hybrid power drive operation; andprovide the serial hybrid power drive operation or the parallel hybridpower drive operation between both independently provided first andsecond drive systems. Furthermore, a controllable clutch is provided tocontrol the status of mutual transmission of the rotational kineticenergy between two units for the system to give more types of drivefeatures depending on the load to be driven.

Furthermore, in order to reduce the friction loss from off-lined firstdynamo-electrical unit 101 or off-lined second dynamo-electrical unit103, the structure of those preferred embodiments of present invention:“The separated series-parallel hybrid twin-power driving system”, isidentical as prior art, which further equipped with clutch 102, 112, 122or 132 and the transmission unit 119, or transmission unit 129, orspeed-variable transmission unit 109, between the shaft of electricalmachinery and the engine-driven shaft. While the function of firstdynamo-electrical unit 101 or second dynamo-electrical unit 103 is notrequired, by disengaging the clutch 102, 112, 122 or 132, the firstdynamo-electrical unit 101 or second dynamo-electrical unit 103 could beisolated without influencing the driving operation of system.

The split serial-parallel hybrid dual-power drive system allowing theoperation in the better brake specific fuel consumption (BSFC) statuswhen applied in lower power output, such as in a car driving in downtownarea, to correct the defectives of lower efficiency and higher pollutionfound with the internal combustion engine running at lower rpm or for alight load provides specific innovative functions. Therefore thisapplication for a patent is duly filed accordingly.

What is claimed is:
 1. A split serial-parallel hybrid dual-power drivesystem, more particularly a drive system configured to drive a load byemploying rotational kinetic energy; the split serial-parallel hybriddual-power drive system comprising two or more drive systems eachconfigured to independently drive the load incorporated in a commonframe that is driven by the kinetic energy of at least one drive system;the dual-power drive system including a first drive system and a seconddrive system; the first drive system including an active power source, afirst dynamo-electrical unit functioning as a generator, a seconddynamo-electrical unit functioning as a motor, and a first clutch drivenby a drive control unit (104) to control the active rotational powersource (100) to output transmission status of the rotational kineticenergy; the second drive system including a third dynamo-electrical unitfunctioning as a motor to serve as a rotational power source for thesecond drive system; a fourth clutch configured to control mutualtransmission or and cut-off of the rotational kinetic energy between thefirst and second drive systems; by means of the control and operation ofa control system or manually, either; the active rotational power sourceand the first dynamo-electrical unit of the separation serial-parallelhybrid drive system are coupled through the first clutch, and the firstdynamo-electrical unit and the second dynamo-electrical unit areseparated; and the active rotational kinetic energy source drives thefirst dynamo-electrical unit to output electric power to further drivethe second dynamo-electrical unit to operate as a motor to providefunctions related to function as a series hybrid power train; or throughthe control and operation of the first clutch, the rotational kineticenergy from the active rotational power source outputs rotationalkinetic energy to drive either or both of a first load of the firstdrive system and a second load of the second drive system, where thesecond load is driven through the fourth clutch; or the activerotational power source is coupled to at least one of the first and thesecond dynamo-electrical units, and a rechargeable device to providefunctions related to function as a parallel hybrid power train; thesplit serial-parallel hybrid dual-power drive system essentiallycomprised of the active rotational power source, first clutch, the firstand second dynamo-electrical units, second clutch, fourth clutch, drivecontrol unit, central control unit, rechargeable device, auxiliaryrechargeable device, and load as follows: the active rotational powersource (100), comprising at least one of an internal combustion engineand an external combustion engine, is a rotational kinetic energy powersource; a rotary part of the active rotational source selectively eitherdirectly coupled to the first dynamo-electrical unit (101) or indirectlycoupled to the rotary part of the first dynamo-electrical unit (101)through a first transmission unit (109 109a), a second transmission unit(129), or and the first clutch (102); the first dynamo-electrical unit(101) is configured to be switched to operate as a generator or a motor;when the second dynamo-electrical unit (103) is connected to the firstdrive system (1001), the rotary part of the first dynamo-electrical unit(101) is coupled to the second dynamo-electrical unit (103) through thesecond clutch (112); the second dynamo-electrical unit (103) isconfigured to be switched to operate as a generator or a motor to becomethe rotational power source for the second drive system (1002); theoutput terminal of the rotary part of the second dynamo-electrical unit(103) directly outputs the rotational kinetic energy to drive the secondload or outputs the rotational kinetic energy to drive the second loadthrough the third clutch (122); the input terminal of the seconddynamo-electrical unit (103) in the second drive system is coupled to afourth clutch (132); the first clutch (102) is a transmission devicethat transmits or interrupts the rotational kinetic energy and isconfigured to be coupled to between the rotary part of the activerotational power source (100) and the first dynamo-electrical unit (101)as required controlled by the drive control unit; the second clutch(112) transmits or interrupts the rotational kinetic energy and iscoupled between the second dynamo-electrical unit (103) and the firstdynamo-electrical unit (101); the third clutch (122) transmits orinterrupts the rotational kinetic energy and is coupled between theinput terminal of the second load (120 120b) of the first second drivesystem and the rotary part of the second dynamo-electrical unit (103103a) of the first second drive system;, as required controlled by thedrive control unit; the fourth clutch (132) transmits or interrupts therotational kinetic energy and is coupled between the rotary part of theactive rotational power source (100) and the rotary part of the seconddynamo-electrical unit (103) of the second drive system (1002) tocontrol whether the rotational kinetic energy between the first and thesecond drive systems (1001, 1002) is to be transmitted or interrupted;the drive control unit (104) includes a circuit configured to provideany or all at least one of the following functions: for the system tooperate as a series hybrid power system; when the firstdynamo-electrical unit (101) in the first drive system (1001) operatesas a generator, the drive control unit (104) controls the poweroutputted to drive the second dynamo-electrical unit (103) of the seconddrive system (1002), and/or recharge the main rechargeable device (106);the drive control unit controls the power formfrom the main rechargeabledevice (106) to drive the first and the second dynamo-electrical units(101, 103) each operating as a motor; when subject to the drive controlunit (104), the first dynamo-electrical unit (101) in the first drivesystem (1001) and the second dynamo-electrical unit (103) in the seconddrive system (1002), or any part of those dynamo-electrical unitstherein is inversely driven to operate as a generator to control therecharging power outputted to the main rechargeable device (106) orpower supplied to other load for the dynamo-electrical unit to operatefor breaking produce a braking function by regenerated power; thecentral control unit (105) is subject to a control interface (107) tocontrol the operation of the split serial-parallel hybrid dual-powerdrive system, particularly to the for optimal fuel consumption of andpollution control, i.e., the optimal brake specific fuel consumptiongenerally applicable to the system either operating as series orparallel hybrid power train by having operating the engine to operate ina range of rpm that consumes less fuel yet outputs higher powerefficiency more efficiently; the central control unit (105) by havingoperating the drive control unit (104) to control the operation ofrelative functions among the first dynamo-electrical unit (101) in thefirst drive system (1001), the second dynamo-electrical unit (103) inthe second drive system (1002), and the main rechargeable device (106),and controls the operates the drive control unit to control feedbackmonitor monitoring and interaction among various between the units inthe system; the control interface (107) is configured to receive inputsmanually or by control signals to control the operation of theseparation serial-parallel dual-power system; the auxiliary rechargeabledevice (110) is controlled by a startup switch (111) to drive a startupmotor (121) adapted to drive an engine serving as the active rotationalpower source (100) thus to supply power to an auxiliary load (130); theauxiliary load (130) is selectively driven by the generated power fromthe first dynamo-electrical unit (101) or the second dynamo-electricalunit (103) operating as a generator, or by the power from the mainrechargeable device (106) or the auxiliary rechargeable device (110) tooutput the rotational kinetic energy with the engine as the activerotational power source, the split serial-parallel hybrid dual-powerdrive system provides any or all providing at least one of the followingfunctions: the rotational kinetic energy from the engine power drives afirst load (120 120a) of the first drive system (1001) and/or a secondload (120 120b) of the second drive system (1002); when the system isoperating as a series hybrid power train, the engine is controlled torun from lower rpm up to higher rpm, or at a preset rpm to drive thefirst dynamo-electrical unit (101) in the first drive system (1001) tooperate as a generator; in case of a light load, the power generated bythe first dynamo-electrical unit (101) in the first drive system (1001)drives the second dynamo-electrical unit (103) in the second drivesystem (1002) while recharging the main rechargeable device (106) at thesame time; and in case of a heavy load, either the power generated bythe first dynamo-electrical unit (101) in the first drive system (1001)and that from the main rechargeable device (106) jointly drive thesecond dynamo-electrical unit (103) of the second drive system (1002)for outputting the rotational kinetic energy to drive the second load(120120b) to control the engine to run at a fixedin a predetermined rpmrange that yields higher energy efficiency for fuel and pollutionreduction;, where the fixed rpm is defined to generally refer tothepredetermined rpm range is set to achieve the optimal brake specificfuel consumption, wherein the engine runs at lower fuel consumption butrelatively paying higher output power when the system is operating as aseries or parallel hybrid power train; the power generated by the firstdynamo-electrical unit (101) driven by the engine recharges the mainrechargeable device (106); or the power from the main rechargeabledevice (106) and that from the first dynamo-electrical unit (101)jointly drive the second dynamo-electrical unit (103) to operate as amotor to drive the second load (120 120b) for controlling the engine torun at a fixed in the predetermined rpm range that yields higher energyefficiency; the fixed rpm is defined to generally refer to the rpm rangeto achieve the optimal brake specific fuel consumption wherein theengine runs at lower fuel consumption but relatively paying higheroutput power when the system is operating as a series or parallel hybridpower train; when the system operates as a parallel hybrid power train,the power from the main rechargeable device (106) drives the firstdynamo-electrical unit (101) in the first drive system (1001) and/or thesecond dynamo-electrical unit (103) in the second drive system (1002) tooperate as a motor to jointly drive the second load (120 120b) with theengine; in case of a light load, while driving the second load (120120b), the rotational kinetic energy from the engine also drives thefirst dynamo-electrical unit (101), and the second dynamo-electricalunit (103) in the second drive system (1002) or any part of the seconddynamo-electrical unit (103) therein to recharge the main rechargeabledevice (106) or supply power to any other power driven load (130); incase of a heavy load, the power from the main rechargeable device (106)drives the first dynamo-electrical unit (101) in the first drive system(1001) and the second dynamo-electrical unit (103) in the second drivesystem (1002), or any part of the second dynamo-electrical unit (103)therein, for jointly driving the load with those the rotational kineticenergy outputted from the engine; through the manipulation of the drivecontrol unit (104), the power from the main rechargeable device (106)drives at least one of the first dynamo-electrical unit (101) in thefirst drive system (1001), and the second dynamo-electrical unit (103)in the second drive system (1002) or any part of the seconddynamo-electrical unit (103) therein operatesto operate as a generatorfor drivingmotor through controlling the fourth clutch (132) to performengagement and disengagement to drive at least one of the secondfirstload (120120a) in the first drive system (1001) and the second load(120b) in the second drive system (1002); the first dynamo-electricalunit (101) in the first drive system (1001), and the seconddynamo-electrical unit (103) in the second drive system (1002) or anypart of the second dynamo-electrical unit (103) therein is driven by theengine to operate as a generator to recharge the main rechargeabledevice (106) or supply power to the auxiliary load (130); the firstdynamo-electrical unit (101) in the first drive system (1001), and thesecond dynamo-electrical unit (103) in the second drive system (1002) orany part of the second dynamo-electrical unit (103) therein is inverselydriven by the second load (120 120b) to operate as a generator for powerregeneration to recharge the main rechargeable device (106) or supplypower to the auxiliary load (130); the mechanical damping of the engineprovides mechanical braking function, and the first dynamo-electricalunit (101) in the first drive system (1001), and the seconddynamo-electrical unit (103) in the second drive system (1002) or anypart of the second dynamo-electrical unit (103) therein operates as agenerator to recharge the main rechargeable device (106) or supply powerto the auxiliary load (130); the main rechargeable device (106) drivesthe first dynamo-electrical unit (101) in the first drive system (1001),and the second dynamo-electrical unit (103) in the second drive system(1002) or any part of the second dynamo-electrical unit (103) thereinoperates as a motor to start up the engine; the fourth clutch (132) iscontrolled to close up for transmitting the rotational function betweenthe active rotational power source (100) and the second drive system(1002) and to interrupt the transmission of rotational kinetic energywhen disengaged; wherein: in the first drive system (1001), a powergeneration unit (2000) performs mutual transmission with the outputshaft of the active rotational power source (100) through the secondtransmission unit (129); the power generation unit (2000), apart fromprovided with the second transmission unit (129) for the mutualtransmission with the output shaft of the active rotational power source(100), through the first clutch (102) of the power generation unit(2000), is coupled to the first dynamo-electrical unit (101) directly orthrough the first transmission unit (109); and the output shaft of theactive rotational power source (100) is coupled to the first clutch(112) and the first a third transmission unit (109 109b) to drive thefirst load (120 120a) to constitute jointly with the power generationunit (2000) the first drive system (1001); in the second drive system(1002), the second dynamo-electrical unit (103) serving as the powersource for the second drive system (1002) drives the second load (120120b); furthermore, as required controlled by the drive control unit,the active rotational power source (100) is coupled to through the firstclutch (102) coupled to the rotary part of the first dynamo-electricalunit (101) driven by of the first drive system (1001), the activerotational power source is coupled to the input terminal of the fourthclutch (132);, and the output terminal of the fourth clutch (132) iscoupled to the rotary part of the second dynamo-electrical unit (103)serving as the power source for the second drive system (1002), or andthe input terminal of the second load (120 120b) driven by the seconddrive system (1002) for the control of the transmission status of therotational kinetic energy between the first drive system (1001) and thesecond drive system (1002), whereby, through the aforementioned systemoperation, the outputted rotational kinetic energy serves to drive anytype of load driven by rotational kinetic energy.
 2. A splitserial-parallel hybrid dual-power drive system as claimed in claim 1,wherein, in the second drive system (1002), two or more than two seconddynamo-electrical units (103 103b and 103c) serving as the power sourcefor the second drive system (1002) respectively drive the first loads(120) second load (120b1) and a third load (120b2).
 3. A splitserial-parallel hybrid dual-power drive system as claimed in claim 1,including the transmission status of the rotational kinetic energybetween the first drive system (1001) and the second drive system (1002)is controlled by closing up or disengaging the fourth clutch (132).
 4. Asplit serial-parallel hybrid dual-power drive system as claimed in claim1, furthermore, wherein the active rotational power source (100) iscoupled to the second clutch (112) coupled to in the first drive system(1001), and the active rotational power source is coupled to the fourthclutch (132); meanwhile the output terminal of the fourth clutch (132)is being coupled to the second drive system (1002) to respectively drivetwo rotay rotary parts of both two second dynamo-electrical units (103103b and 103c) serving as the power source for the second drive system(1002) for the control of the driving status of the active rotationalpower source (100) toward the first drive system (1001) and the seconddrive system (1002).
 5. A split serial-parallel hybrid dual-power drivesystem employing rotational kinetic energy; the split serial-parallelhybrid dual-power drive system comprising two or more drive systemsincorporated in a common frame that is driven by the kinetic energy ofat least one drive system; the dual-power drive system including a firstdrive system and a second drive system; the first drive system includingan active power source, a first dynamo-electrical unit functioning as agenerator, and a second dynamo-electrical unit functioning as a motor,driven by a drive control unit (104) to control the active rotationalpower source (100) to output transmission status of the rotationalkinetic energy; the second drive system including a thirddynamo-electrical unit functioning as a motor to serve as a rotationalpower source for the second drive system; by means of the control andoperation of a control system or manually, the active rotational powersource and the first dynamo-electrical unit of the separationserial-parallel hybrid drive system are coupled, and the firstdynamo-electrical unit and the second dynamo-electrical unit areseparated; and either the active rotational kinetic energy source drivesthe first dynamo-electrical unit to output electric power to furtherdrive the second dynamo-electrical unit to operate as a motor tofunction as a series hybrid power train; or the active rotational powersource is coupled to at least one of the first and the seconddynamo-electrical units, and a rechargeable device to function as aparallel hybrid power train; the split serial-parallel hybrid dual-powerdrive system comprised of the active rotational power source, the firstand second dynamo-electrical units, second clutch, drive control unit,central control unit, rechargeable device, auxiliary rechargeabledevice, and load as follows: the active rotational power source (100),comprising at least one of an internal combustion engine and an externalcombustion engine is a rotational kinetic energy power source; a rotarypart of the active rotational source directly coupled to the firstdynamo-electrical unit (101); the first dynamo-electrical unit (101) isconfigured to be switched to operate as a generator or a motor; when thesecond dynamo-electrical unit (103a) is connected to the first drivesystem (1001), the rotary part of the first dynamo-electrical unit (101)is coupled to the second dynamo-electrical unit (103) through the secondclutch (112); the second dynamo-electrical unit (103) is configured tobe switched to operate as a generator or a motor to become therotational power source for the second drive system (1002); the outputterminal of the rotary part of the second dynamo-electrical unit (103)directly outputs the rotational kinetic energy to drive the second loador outputs the rotational kinetic energy to drive the second load; thesecond clutch (112) transmits or interrupts the rotational kineticenergy and is coupled between the second dynamo-electrical unit (103)and the first dynamo-electrical unit (101); a fourth clutch (132)transmits or interrupts the rotational kinetic energy and is coupledbetween the rotary part of the active rotational power source (100) andthe rotary part of the second dynamo-electrical unit (103) of the seconddrive system (1002) to control whether the rotational kinetic energybetween the first and the second drive systems (1001, 1002) is to betransmitted or interrupted; the drive control unit (104) includes acircuit configured to provide at least one of the following functions:for the system to operate as a series hybrid power system; when thefirst dynamo-electrical unit (101) in the first drive system (1001)operates as a generator, the drive control unit (104) controls the poweroutputted to drive the second dynamo-electrical unit (103) of the seconddrive system (1002), and/or recharge the main rechargeable device (106);the drive control unit controls the power form the main rechargeabledevice (106) to drive the first and the second dynamo-electrical units(101, 103) each operating as a motor; when subject to the drive controlunit (104), the first dynamo-electrical unit (101) in the first drivesystem (1001) and the second dynamo-electrical unit (103) in the seconddrive system (1002), or any part of those dynamo-electrical unitstherein is inversely driven to operate as a generator to control therecharging power outputted to the main rechargeable device (106), orpower is supplied to other loads, for at least one dynamo-electricalunit to produce a braking function by regenerated power; the centralcontrol unit (105) is subject to a control interface (107) to controlthe operation of the split serial-parallel hybrid dual-power drivesystem, for optimal fuel consumption and pollution control, the optimalbrake specific fuel consumption applicable to the system eitheroperating as series or parallel hybrid power train by operating theengine in a range of rpm that consumes less fuel yet outputs power moreefficiently; the central control unit (105) operates the drive controlunit (104) to control the operation of the first dynamo-electrical unit(101) in the first drive system (1001), the second dynamo-electricalunit (103) in the second drive system (1002), and the main rechargeabledevice (106), and operates the drive control unit to control feedbackmonitoring and interaction between the units in the system; the controlinterface (107) is configured to receive inputs manually or by controlsignals to control the operation of the serial-parallel dual-powersystem; the auxiliary rechargeable device (110) is controlled by astartup switch (111) to drive a startup motor (121) adapted to drive anengine serving as the active rotational power source (100) thus tosupply power to an auxiliary load (130); the auxiliary load (130) isselectively driven by the generated power from the firstdynamo-electrical unit (101) or the second dynamo-electrical unit (103)operating as a generator, or by the power from the main rechargeabledevice (106) or the auxiliary rechargeable device (110) to output therotational kinetic energy with the engine as the active rotational powersource, the split serial-parallel hybrid dual-power drive systemproviding at least one of the following functions: the rotationalkinetic energy from the engine power drives a first load (120a) of thefirst drive system (1001) and/or a second load (120b) of the seconddrive system (1002); when the system is operating as a series hybridpower train, the engine is controlled to run from lower rpm up to higherrpm, or at a preset rpm to drive the first dynamo-electrical unit (101)in the first drive system (1001) to operate as a generator; in case of alight load, the power generated by the first dynamo-electrical unit(101) in the first drive system (1001) drives the seconddynamo-electrical unit (103) in the second drive system (1002) whilerecharging the main rechargeable device (106) at the same time; and incase of a heavy load, either the power generated by the firstdynamo-electrical unit (101) in the first drive system (1001) and thatfrom the main rechargeable device (106) jointly drive the seconddynamo-electrical unit (103) of the second drive system (1002) foroutputting the rotational kinetic energy to drive the second load (120b)to control the engine to run in a predetermined rpm range that yieldshigh energy efficiency for fuel and pollution reduction; thepredetermined rpm range being set to achieve the optimal brake specificfuel consumption wherein the engine runs at lower fuel consumption butrelatively higher output power when the system is operating as a seriesor parallel hybrid power train; the power generated by the firstdynamo-electrical unit (101) driven by the engine recharges the mainrechargeable device (106); or the power from the main rechargeabledevice (106) and that from the first dynamo-electrical unit (101)jointly drive the second dynamo-electrical unit (103) to operate as amotor to drive the second load (120b) for controlling the engine to runin the predetermined rpm range that yields high energy efficiency; whenthe system operates as a parallel hybrid power train, the power from themain rechargeable device (106) drives the first dynamo-electrical unit(101) in the first drive system (1001) and/or the seconddynamo-electrical unit (103) in the second drive system (1002) tooperate as a motor to jointly drive the second load (120b) with theengine; in case of a light load, while driving the second load (120b),the rotational kinetic energy from the engine also drives the firstdynamo-electrical unit (101), and the second dynamo-electrical unit(103) in the second drive system (1002) or any part of the seconddynamo-electrical unit (103) therein to recharge the main rechargeabledevice (106) or supply power to any other power driven load (130); incase of a heavy load, the power from the main rechargeable device (106)drives the first dynamo-electrical unit (101) in the first drive system(1001) and the second dynamo-electrical unit (103) in the second drivesystem (1002) or any part of the second dynamo-electrical unit (103)therein for jointly driving the load with the rotational kinetic energyoutputted from the engine; through the manipulation of the drive controlunit (104), the power from the main rechargeable device (106) drives atleast one of the first dynamo-electrical unit (101) in the first drivesystem (1001) and the second dynamo-electrical unit (103) in the seconddrive system (1002) to operate as a motor for respectively driving thesecond load (120b); the first dynamo-electrical unit (101) in the firstdrive system (1001), and the second dynamo-electrical unit (103) in thesecond drive system (1002) or any part of the second dynamo-electricalunit (103) therein is driven by the engine to operate as a generator torecharge the main rechargeable device (106) or supply power to theauxiliary load (130); the first dynamo-electrical unit (101) in thefirst drive system (1001), and the second dynamo-electrical unit (103)in the second drive system (1002) or any part of the seconddynamo-electrical unit (103) therein is inversely driven by the secondload (120b) to operate as a generator for power regeneration to rechargethe main rechargeable device (106) or supply power to the auxiliary load(130); the mechanical damping of the engine provides mechanical braking,and the first dynamo-electrical unit (101) in the first drive system(1001), and the second dynamo-electrical unit (103a) in the second drivesystem (1002) or any part of the second dynamo-electrical unit (103)therein operates as a generator to recharge the main rechargeable device(106) or supply power to the auxiliary load (130); the main rechargeabledevice (106) drives the first dynamo-electrical unit (101) in the firstdrive system (1001), and the second dynamo-electrical unit (103) in thesecond drive system (1002) or any part of the second dynamo-electricalunit (103) therein operates as a motor to start UP the engine; wherein:in the first drive system (1001), a power generation unit (2000)performs mutual transmission with the output shaft of the activerotational power source (100) of the power generation unit (2000), iscoupled to the first dynamo-electrical unit (101) directly; and theoutput shaft of the active rotational power source (100) is coupled tothe second clutch (112) to drive the first load (120a) to constitutejointly with the power generation unit (2000) the first drive system(1001); in the second drive system (1002), the second dynamo-electricalunit (103) serving as the power source for the second drive system(1002) drives the second load (120b); whereby, through theaforementioned system operation, the outputted rotational kinetic energyserves to drive any type of load driven by rotational kinetic energy. 6.A split serial-parallel hybrid dual-power drive system employingrotational kinetic energy; the split serial-parallel hybrid dual-powerdrive system comprising two or more drive systems incorporated in acommon frame that is driven by the kinetic energy of at least one drivesystem; the dual-power drive system including a first drive system and asecond drive system; the first drive system including an active powersource (100), the active power source (100) configured to drive a secondtransmission unit (129), the second transmission unit (129) configuredto drive a first dynamo-electrical unit (101) functioning as a generatorand to drive a second clutch (112) and a transmission unit (109) fordriving the load of the first drive system (1001), and manually or bycontrol and operation of the second clutch (112) controlled by a drivecontrol unit (104) to control the active rotational power source (100)to output transmission status of the rotational kinetic energy to theload (120a, 120a1, and 120a2) of the first drive system (1001); thesecond drive system including a second dynamo-electrical unit (103,103b, and 103c) functioning as a motor to serve as a rotational powersource for the second drive system; by control and operation of acontrol system configured by a drive control unit (104), a centralcontrol unit (105), and a control interface (107) or manually, the splitserial-parallel hybrid dual-power drive system is capable of performingfollowing one or more functional operations, including: when the secondclutch (112) is disengaged, the active rotational kinetic energy sourcedrives the first dynamo-electrical unit (101) of the first drive system(1001) through the second transmission unit (129) to operate as agenerator for outputting electric power, and through the control andoperation of the drive control unit (104) to drive the seconddynamo-electrical unit (103) of the second drive system (1002) tooperate as a motor for driving the load (120b, 120b1, and 120b2) of thesecond drive system (1002) to function as a series hybrid power train;when the second clutch (112) is engaged, through the control andoperation of the second transmission unit (129), the second clutch(112), and the transmission unit (109), the active rotational powersource is configured to drive a load of the first drive system (1001).7. A split serial-parallel hybrid dual-power drive system as claimed inclaim 6, wherein, a first clutch (102) and/or a first transmission unit(109a) is further installed in the first drive system (1001) between thesecond transmission unit (129) driven by the active power source(100)and the first dynamo-electrical unit (101) to selectively transmit orinterrupt the rotational kinetic energy of the active power source(100)for driving the first dynamo-electrical unit (101).
 8. A splitserial-parallel hybrid dual-power drive system as claimed in claim 6,wherein, a transmission unit (109e, 109f, 109f1, and 109f2) and/or athird clutch (122) is further installed in the second drive system(1002) between the second dynamo-electrical unit (103, 103a, and 103b)and load (120b, 120b1, and 120b2).
 9. A split serial-parallel hybriddual-power drive system as claimed in claim 6, further comprising a mainrechargeable device (106).
 10. A split serial-parallel hybrid dual-powerdrive system as claimed in claim 6, further comprising a fourth clutch(132) installed between the second transmission unit (129) of the firstdrive system (1001) and the input end of the transmission unit (109e) ofthe second drive system (1002) to control the rotational kinetic energyof the active power source(100) for driving the load (120a, 120a1, and120a2) of the first drive system (1001) and/or the load (120b, 120b1,and 120b2) of the second drive system (1002).
 11. A spiltsplitserial-parallel hybrid dual-power drive system as claimed in claim 610,comprising the active rotational power source, first clutch, the firstand second dynamo-electrical units, second clutch, third clutch, fourthclutch, transmission unit, drive control unit, central control unit,rechargeable device, auxiliary rechargeable device, and load as follows:the active rotational power source (100): comprising at least one of aninternal combustion engine and an external combustion engine, is arotational kinetic energy power source; a rotary part of the activerotational source selectively either directly coupled to the firstdynamo-electrical unit (101) or indirectly coupled to the rotary part ofthe first dynamo-electrical unit (101) through a second transmissionunit (129), and/or the first clutch (102), and/or a first transmissionunit (109); the first dynamo-electrical unit (101) and the seconddynamo-electrical unit (103, 103b, 103c) are configured to be switchedto operate as a generator or a motor, and each constituted by AC or DC,brush or brushless, synchronous or asynchronous rotational electricalmachines; the first clutch (102), second clutch (112), third clutch(122) and fourth clutch (132): are configured by the clutch devices withthe functions to transmit or interrupt the rotational kinetic energy bymeans of the operation and control of the drive control unit (104) ormanually, relates to a transmission operating by manual, mechanicalforce, eccentric force, air pressure, or hydraulic flow force, orelectro-magnetism controlled clutch, or single way clutch, or couplerwith torque controllable, or any other transmission device thattransmits or interrupt the mechanical rotational kinetic energy, or thefunction of the clutch may be replaced with the idling function or thetorque coupling function with torque controllable provided by thetransmission device unit (109); the transmission unit (129, 129a) iscomprise of an automatic, semi-automatic or manual multiple-speed orcontinuously variable transmission device or one at a fixed speed ratio,or a differential gear set, or a rotational gear set, a fluid torquecoupler, or a belt continuously variable transmission (CVT) or any othertransmission of the prior art that is provided with idling and inversegear functions; the transmission unit (109, 109b, 109e, 109f, 109f1,109f2) comprises an automatic, semi-automatic or manual multiple-speedor continuously variable transmission device or one at a fixed speedratio, or a differential gear set, or a rotational gear set, a fluidtorque coupler, or a belt continuously variable transmission (CVT) orany other transmission of the prior art that is provided with idling andinverse gear functions; the central control unit (105) is subject to acontrol interface (107) to control the operation of the splitserial-parallel hybrid dual-power drive system, particularly to theoptimal fuel consumption of pollution control, the optimal brakespecific fuel consumption applicable to the system either operating asseries or parallel hybrid power train by operating the engine in a rangeof rpm that consumes less fuel yet outputs higher power moreefficiently; the central control unit (105) by controlling the drivecontrol unit (104) to control the operation of relative functions amongthe first dynamo-electrical unit (101) in the first drive system (1001),the first dynamo-electrical unit (101) in the first drive system (1001)and/or the second dynamo-electrical unit (103, 103b, 103c) in the seconddrive system (1002), and the main rechargeable device (106), andcontrols feedback monitoring and interaction between the units in thesystem; the control interface (107) is configured to receive inputsmanually or by control signals to control the operation of theseparation serial-parallel dual-power system; the auxiliary rechargeabledevice (110) is controlled by a startup switch (111) to drive a startupmotor (121) adapted to drive an engine serving as the active rotationalpower source (100) thus to supply power to an auxiliary load (130); theauxiliary load (130) is selectively driven by the generated power fromthe first dynamo-electrical unit (101) or the first dynamo-electricalunit (101) in the first drive system (1001) and/or the seconddynamo-electrical unit (103, 103b, 103c) operating as a generator, or bythe power from the main rechargeable device (106) or the auxiliaryrechargeable device (110); the drive control unit (104) includes acircuit configured to provide at least one of the following functions:for the system to operate as a series hybrid power system; when thefirst dynamo-electrical unit (101) in the first drive system (1001)operates as a generator, the drive control unit (104) controls the poweroutputted to drive the second dynamo-electrical unit (103, 103b, 103c)of the second drive system (1002), and/or recharge the main rechargeabledevice (106); controls the power from the main rechargeable device (106)to drive all or part of the dynamo-electrical units including the firstdynamo-electrical unit (101) , in the first drive system (1001) and thesecond dynamo-electrical unit (103, 103b, 103c) in the second drivesystem (1002) to operate as a motor; when subject to the drive controlunit (104), all or part of the dynamo-electrical units including thefirst dynamo-electrical unit (101) in the first drive system (1001), andthe second dynamo-electrical unit (103, 103b, 103c) in the second drivesystem (1002) are inversely driven to operate as a generator to controlthe recharging power outputted to the main rechargeable device (106) orpower supplied to other load for the dynamo-electrical unit to operatefor breaking function by regenerated power.
 12. A spiltsplitserial-parallel hybrid dual-power drive system as claimed in claim 610,wherein with the engine as the active rotational power source, the splitserial-parallel hybrid dual-power drive system provides at least one ofthe following functions: through the driving by the rotational kineticenergy from the engine power and the operation and control clutchesbetween the first clutch (102), second clutch (112), third clutch (122)and the load to drive a first load (120a, 120a1, 120a2) of the firstdrive system (1001) and/or a second load (120b, 120b1, 120b2) of thesecond drive system (1002); through the driving by the rotationalkinetic energy from the engine power and the operation and controlclutches between the first clutch (102), second clutch (112), thirdclutch (122) , the fourth clutch (132) and the transmission unit (129b)of the second drive system (1002) and the load to perform engagement ordisengagement, so as to drive at least one of the first load (120a,120a1, 120a2) in the first drive system (1001) and the second load(120b, 120b1, 120b2) in the second drive system (1002); when the systemis operating as a series hybrid power train, the engine is controlled torun from lower rpm up to higher rpm, or at a preset rpm to drive thefirst dynamo-electrical unit (101) in the first drive system (1001) tooperate as a generator; in case of a light load, the power generated bythe first dynamo-electrical unit (101) in the first drive system (1001)drives the second dynamo-electrical unit (103, 103b, 103c) in the seconddrive system (1002), or recharging the main rechargeable device (106) atthe same time; and in case of a heavy load, while driving the load bythe active rotational power source (100) constituted by the engine, thepower generated by the first dynamo-electrical unit (101) in the firstdrive system (1001) and that from the main rechargeable device (106)jointly drive the second dynamo-electrical unit (103, 103b, 103c) of thesecond drive system (1002) at the same time for outputting therotational kinetic energy to drive the second load (120b, 120b1, 120b2);in case of a light or heavy load aforementioned, it is through thecontrol of the central control unit (105) and the drive control unit(104) to manipulate and control the engine to run in a predetermined rpmrange that yields higher energy efficiency for fuel and pollutionreduction; the predetermined rpm range achieving the optimal brakespecific fuel consumption wherein the engine runs at lower fuelconsumption but relatively higher output power when the system isoperating as a series or parallel hybrid power train; when the systemoperates as a parallel hybrid power train, the power from the mainrechargeable device (106) drives all or part of the dynamo-electricalunits including the first dynamo-electrical unit (101) in the firstdrive system (1001) and the second dynamo-electrical unit (103, 103b,103c) in the second drive system (1002) to operate as a motor to jointlydrive at least one of the loads (120a, 120a1, 120a2) in the first drivesystem (1001) and/or the loads (120b, 120b1, 120b2) in the second drivesystem (1002) with the engine; in case of a light load, while drivingthe at least one of the loads (120a, 120a1, 120a2) in the first drivesystem (1001) and/or the loads (120b, 120b1, 120b2) in the second drivesystem (1002), the rotational kinetic energy from the engine also drivesall or part of the dynamo-electrical units including the firstdynamo-electrical unit (101) in the first drive system (1001), and thesecond dynamo-electrical unit (103, 103b, 103c) in the second drivesystem (1002) to operate as a generator to recharge the mainrechargeable device (106) or supply power to any other power driven load(130); in case of a heavy load, the power from the main rechargeabledevice (106) drives all or part of the dynamo-electrical units includingthe first dynamo-electrical unit (101) in the first drive system (1001),and the second dynamo-electrical unit (103, 103b, 103c) in the seconddrive system (1002) to operate as a motor for jointly driving the loadwith those rotational kinetic energy outputted from the engine; thepower from the main rechargeable device (106) drives all or part of thedynamo-electrical units including the first dynamo-electrical unit (101)in the first drive system (1001), and the second dynamo-electrical unit(103, 103b, 103c) in the second drive system (1002) to operate as amotor, through controlling the fourth clutch (132); all or part of thedynamo-electrical units including the first dynamo-electrical unit (101)in the first drive system (1001), and the second dynamo-electrical unit(103, 103b, 103c) in the second drive system (1002) is driven by theengine to operate as a generator to recharge the main rechargeabledevice (106) or supply power to the auxiliary load (130); all or part ofthe dynamo-electrical units including the first dynamo-electrical unit(101) in the first drive system (1001), and the second dynamo-electricalunit (103, 103b, 103c) in the second drive system (1002) is inverselydriven by at least one of the loads (120a, 120a1, 120a2) in the firstdrive system (1001) and/or the loads (120b, 120b1, 120b2) in the seconddrive system (1002) to operate as a generator for power regeneration torecharge the main rechargeable device (106) or supply power to theauxiliary load (130); the mechanical damping of the engine providesbraking function, and all or part of the dynamo-electrical unitsincluding the first dynamo-electrical unit (101) in the first drivesystem (1001), and the second dynamo-electrical unit (103, 103b, 103c)in the second drive system (1002) operates as a generator to rechargethe main rechargeable device (106) or supply power to the auxiliary load(130); the main rechargeable device (106) drives the firstdynamo-electrical unit (101) in the first drive system (1001) to operateas a motor to start up the engine, and the second clutch (112) isseparated; in the first drive system (1001), the rotary part outputs therotational kinetic energy from the active rotational power source (100)to drive the first dynamo-electrical unit (101) and the rotary part ofthe first dynamo-electrical unit (101) is coupled to the input terminalof the second clutch (112), and/or a transmission unit (109) to drivethe first load (120a, 120a1, 120a2); in the second drive system (1002),the second dynamo-electrical unit (103, 103b, 103c) serving as the powersource for the second drive system (1002) drives the load (120b, 120b1,120b2); as controlled by the drive control unit, the active rotationalpower source (100) connected with the transmission unit (129) is coupledto the input terminal of the fourth clutch (132); and the outputterminal of the fourth clutch (132) is coupled to the rotary part of thesecond dynamo-electrical unit (103, 103b, 103c) serving as the powersource for the second drive system (1002), or the input terminal of thesecond load (120b, 120b1, 120b2) driven by the second drive system(1002) for the control of the transmission status of the rotationalkinetic energy between the first drive system (1001) and the seconddrive system (1002), i.e. to transmit the rotational function betweenthe active rotational power source (100) and the second drive system(1002) when engaged and to interrupt the transmission of rotationalkinetic energy when disengaged; whereby, through the aforementionedsystem operation, the outputted rotational kinetic energy can serve todrive any type of load driven by rotational kinetic energy.
 13. A splitserial-parallel hybrid dual-power drive system as claimed in claim 68,serves to drive two loads through a third clutch (122) and then througha transmission unit (109).
 14. A split serial-parallel hybrid dual-powerdrive system as claimed in claim 68, wherein two or more seconddynamo-electrical units (103) serve to individually drive therespectively adapted load through the respectively adapted transmissionunit and/or third clutch
 122. 15. A split serial-parallel hybriddual-power drive system employing rotational kinetic energy; the splitserial-parallel hybrid dual-power drive system comprising two or moredrive systems incorporated in a common frame that is driven by thekinetic energy of at least one drive system; the dual-power drive systemincluding a first drive system and a second drive system; the firstdrive system including an active power source (100), the active powersource (100) configured to drive a second transmission unit (129), thesecond transmission unit (129) configured to drive a firstdynamo-electrical unit (101) functioning as a generator and to drive asecond clutch (112) and a transmission unit (109) for driving the loadof the first drive system (1001), and manually or by control andoperation of the second clutch (112) controlled by a drive control unit(104) to control the active rotational power source (100) to outputtransmission status of the rotational kinetic energy to the load (120a,120a1, and 120a2) of the first drive system (1001); the second drivesystem including a second dynamo-electrical unit (103, 103b, and 103c)functioning as a motor to serve as a rotational power source for thesecond drive system; by control and operation of a control systemconfigured by a drive control unit (104), a central control unit (105),and a control interface (107) or manually, the split serial-parallelhybrid dual-power drive system is capable of performing following one ormore functional operations, including: when the second clutch (112) isdisengaged, the active rotational kinetic energy source drives the firstdynamo-electrical unit (101) of the first drive system (1001) throughthe second transmission unit (129) to operate as a generator foroutputting electric power, and through the control and operation of thedrive control unit (104) to drive the second dynamo-electrical unit ofthe second drive system (1002) to operate as a motor for driving theload (120b, 120b1, and 120b2) of the second drive system (1002) tofunction as a series hybrid power train; when the second clutch (112) isengaged, through the control and operation of the second transmissionunit (129), the second clutch (112), and the transmission unit (109),the active rotational power source is configured to drive a load of thefirst drive system (1001), wherein, a first clutch (102) and/or a firsttransmission unit (109a) is further installed in the first drive system(1001) between the second transmission unit (129) driven by the activepower source (100) and the first dynamo-electrical unit (101) toselectively transmit or interrupt the rotational kinetic energy of theactive power source (100) for driving the first dynamo-electrical unit(101), wherein a transmission unit (109e, 109f, 109f1, and 109f2) and/ora third clutch (122) is further installed in the second drive system(1002) between the second dynamo-electrical unit (103, 103a, and 103b)and load (120b, 120b1, and 120b2).